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11858392 | MODES(S) FOR CARRYING OUT THE INVENTION In the following, an embodiment will be described with reference to the drawings, in which the present wend on is applied to a vehicle seat to be installed in an automobile. As shown inFIG.1, a vehicle seat1according to the present invention is placed on a floor3which defines a bottom portion of a cabin2. The vehicle seat1constitutes a front passenger seat provided on the side of the driver's seat. In the following, description will be made with the front-rear, left-right, and up-down directions being defined with respect to a direction viewed from an occupant seated in the vehicle seat1(hereinafter, a seated person). The vehicle seat1is arranged on an upper surface of the floor3to face in the forward direction of the vehicle (more specifically, such that the seated person faces in the forward direction of the vehicle). The vehicle seat1is provided with a seat cushion5for supporting the buttocks of the seated person, a seat back6provided on a rear portion of the seat cushion5to function as a backrest, and a headrest7provided on an upper portion of the seat hack6. The seat cushion5is in a substantially rectangular parallelepiped shape having a surface facing substantially in the vertical direction. The seat cushion5includes a frame serving as a skeleton (not shown in the drawings), a pad member5A (seeFIG.2) supported by the frame, and a skin member5B covering the surface of the pad member5A. An upper surface of the seat cushion5constitutes a seating surface9for one person. The seating surface9is depressed downward substantially at the center with respect to the lateral direction and is inclined slightly downward toward the rear.FIG.2shows the vehicle seat1and a skeleton of a person having a standard physique and seated in the vehicle seat1. As shown inFIG.2, the buttocks and the thighs of the seated person are placed on the seating surface9, and the seating surface9is shaped to conform to the buttocks and the thighs of the seated person. As shown inFIG.2, the seat cushion5is joined to the floor3via a slide device11. The slide device11includes a pair of left and right lower rails11A extending in the fore and aft direction and a pair of left and right upper rails11B joined to the lower rails11A to be slidably movable along the respective extension directions. Each lower rail11A is fastened to the floor3at the front end and the rear end thereof via seat legs12. With the upper rails11B sliding relative to the lower rails11A, the seat cushion5moves in the fore and aft direction relative to the floor3. A front portion of the frame constituting the seat cushion5is connected with a front portion of each upper rail11B via a front link13A, and a rear portion of the frame constituting the seat cushion5is connected with a rear portion of each upper rail11B via a rear link13B. Each of the front link13A and the rear link13B is connected to the seat cushion5at an upper end thereof to be rotatable about an axis extending in the lateral direction, and is connected to the upper rail11B at a lower end thereof to be rotatable about an axis extending in the lateral direction. By rotating the front link13A with the lower end being the center, the seating surface9of the seat cushion5is inclined relative to the floor3. By rotating each of the front link13A and the rear link13B with the lower end being the center, the seating surface9of the seat cushion5is moved up and down relative to the floor3. As shown inFIG.1, the seat back6extends vertically and forms a substantially rectangular parallelepiped shape having a surface facing substantially in the fore and aft direction. The seat back6includes a frame serving as a skeleton (not shown in the drawings), a pad member6A (seeFIG.2) supported by the frame, and a skin member6B covering the surface of the pad member6A. The front surface of the seat back6forms a support surface10for supporting the back of the seated person. The support surface10is recessed rearward substantially at a laterally central part thereof, and is slightly inclined rearward toward the upper end thereof. The support surface10has a shape conformal to the back of the seated person, and the back of the seated person is supported by the support surface10. The lower end of the seat back6is connected to the rear end of the seat cushion5to be pivotable about a laterally extending axis. In the following, the rotation angle of the seat cushion5relative to the seat back6will be referred to as a reclining angle. In the present embodiment, the seat back6includes a lower seat back617provided to be capable of pivoting (tilting) relative to the seat cushion5and an upper seat back6U provided to be capable of pivoting (tilting) relative to the lower seat back61). The upper seat back6U can tilt forward from a position where the front surface thereof is continuous with that of the lower seat back6D. In the following, the pivoting angle of the upper seat back6U relative to the lower seat back6D will be referred to as a middle fold angle. The headrest7is connected to the upper end of the seat back6via a pillar7A. The headrest7is disposed at a position behind the head of the seated person. In the present embodiment, the headrest7is connected to be capable of moving up and down within a prescribed range on an upper side of a reference position of the headrest7with respect to the seat back6(the position where the headrest7comes into contact with the seat back6). In the following, the amount of upward movement of the headrest7from the reference position will be referred to as a headrest lift amount. The vehicle seat1is provided with a fatigue reduction system15for inducing an appropriate posture of the seated person and reducing fatigue of the seated person. As shown inFIG.3, the fatigue reduction system15is provided with driving devices16for changing the position and/or shape of the vehicle seat1, a terminal17for receiving an input from the seated person and displaying information to the seated person, and a control device18for controlling the driving devices16based on the input from the terminal17. The driving devices16include deformation devices20for changing the shape of the seating surface9or the support surface10. In the present embodiment, the deformation devices20include displacement devices21for changing relative positions of various parts of the seat back6such as the seat cushion5, the seat back6, the headrest, etc. In the present embodiment, the driving devices16further include a slide adjustment device22for slidably moving the vehicle seat1relative to the floor3, a height adjustment device23for changing the height of the seat cushion5, and a tilt adjustment device24for rotating the seat cushion5. The deformation devices20include an ischial tuberosity support device26for supporting the ischial tuberosities P (seeFIG.2) of the seated person, a sacrum/ilium support device27for supporting the sacrum Q and the ilia. R of the seated person, and a ninth thoracic vertebra support device28for supporting the ninth thoracic vertebra part S of the seated person. In the present embodiment, the deformation devices20further include a middle-folding device29for changing the middle fold angle of the seat back6, an expansion and contraction device30for changing the fore and aft length the seat cushion5, a reclining adjustment device31for tilting the seat back6relative to the seat cushion5to change the reclining angle, and a headrest up/down device32for moving the headrest7up and down relative to the seat back6to change the headrest lift amount. The ischial tuberosity support device26includes an air cell26A provided between the skin member5B and the pad member5A of the seat cushion5, an air supply and exhaust device26B for supplying and discharging air to and from an interior of the air cell26A, and a sensor26C for acquiring the air pressure in the air cell26A (namely, internal pressure value). The air cell26A of the ischial tuberosity support device26is positioned in a rear portion of the seat cushion5. When air is supplied to the interior of the air cell26A by the air supply and exhaust device26B and the internal pressure value thereof increases, the air cell26A expands to make a part of the seat cushion5in contact with the ischial tuberosities P of the seated person protrude upward. Namely, the internal pressure value of the air cell26A corresponds to the driving amount of the air supply and exhaust device26B. Due to the expansion of the air cell26A, the part of the seat cushion5in contact with the ischial tuberosities P is brought to a prescribed position determined by the internal pressure of the air cell26A regardless of the load from the seated person. Thereby, the ischial tuberosities P of the seated person also are moved upward to the prescribed position while being supported from below by the air cell26A, When air is exhausted from the interior of the air cell26A, the air cell26A contracts and the ischial tuberosities P of the seated person are moved downward. The air supply and exhaust device26B and the sensor26C included in the ischial tuberosity support device26are each connected with the control device18. The sacrum/ilium support device27includes an air cell27A provided between the skin member6B and the pad member6A of the seat back6, an air supply and exhaust device27B for supplying and discharging air to and from an interior of the air cell27A, and a sensor27C for acquiring the air pressure in the air cell27A (namely, internal pressure value). The air cell27A of the sacrum/ilium support device27is positioned in a lower portion of the seat back6. When air is supplied to the interior of the air cell27A by the air supply and exhaust device27B and the internal pressure value thereof increases, the air cell27A expands to make a part of the seat back6in contact with the sacrum Q and the ilia R of the seated person protrude forward. Namely, the internal pressure value of the air cell27A corresponds to the driving amount of the air supply and exhaust device27B. Due to the expansion of the air cell27A, the part of the seat back6in contact with the sacrum Q and the ilia R is brought to a prescribed position determined by the internal pressure value of the air cell27A regardless of the load from the seated person. The sacrum Q and the ilia R of the seated person also are moved forward to the prescribed position while being supported from the rear by the air cell27A. Thereby, the sacrum Q and the ilia R of the seated person are moved forward to the prescribed position while being supported from the rear by the air cell27A. When air is exhausted from the interior of the air cell27A, the air cell27A contracts and the sacrum Q and the ilia R of the seated person are moved rearward. The air supply and exhaust device27B and the sensor27C of the sacrum/ilium support device27are each connected with the control device18. The ninth thoracic vertebra support device28includes an air cell28A provided between the skin member6B and the pad member6A of the seat back6, an air supply and exhaust device28B for supplying and discharging air to and from an interior of the air cell28A, and a sensor28C for acquiring the air pressure in the air cell28A (namely, internal pressure value). The air cell28A of the ninth thoracic vertebra support device28is positioned in a substantially central part of the seat back6. When air is supplied to the interior of the air cell28A by the air supply and exhaust device28B, the air cell28A expands to make a part of the seat back6in contact with the ninth thoracic vertebra part S of the seated person protrude forward, Namely, the internal pressure value of the air cell28A corresponds to the driving amount of the air supply and exhaust device28B. Due to the expansion of the air cell28A, a part of the seat cushion5in contact with the ninth thoracic vertebra part S is brought to a prescribed position determined by the internal pressure value of the air cell28A regardless of the load from the seated person. The ninth thoracic vertebra part S of the seated person also is moved forward to the prescribed position while being supported from the rear by the air cell28A, Thereby, the ninth thoracic vertebra part S of the seated person is moved forward to the prescribed position while being supported from the rear by the air cell28A. When air is exhausted from the interior of the air cell28A, the air cell28A contracts and the ninth thoracic vertebra part S of the seated person is moved rearward. The air supply and exhaust device28B and the sensor28C included in the ninth thoracic vertebra support device28are each connected with the control device18. It is to be noted that the ninth thoracic vertebra part S here means a part located at the position of the center of gravity of the upper body and including the ninth thoracic vertebra of the seated person, namely, a part of the spine that does not move easily. The middle-folding device29includes a motor29A for pivoting the upper seat back6U relative to the lower seat back6D and a surface pressure sensor29B provided on an upper portion of the front surface the upper seat back6U. The surface pressure sensor29B detects a surface pressure that is applied to the upper end of the front surface of the seat back6. When the upper seat back6U pivots relative to the lower seat back6D and the upper end of the upper seat back6U comes into contact with the back of the seated person, the surface pressure detected by the surface pressure sensor29B increases. The motor29A and the surface pressure sensor29B of the middle-folding device29are each connected with the control device18. The expansion and contraction device30includes an actuator30A provided in the seat cushion5to make the front end of the seat cushion5protrude forward and a proximity sensor30B provided on the front surface of the seat cushion5. The proximity sensor30B detects closeness and/or contact to a leg of the seated person. For example, the proximity sensor30B may be a pressure sensor that detects the pressure applied from the rear surface of the leg of the seated person to the front surface of the seat cushion5or an infrared sensor that measures the distance between the leg and the front surface of the seat cushion5. The actuator30A may be provided in the seat cushion5, and in the case where the seat cushion5includes a rear cushion constituting the rear portion thereof and a front cushion constituting the front portion thereof such that the front cushion is slidable relative to the rear cushion, may be a motor for causing the front cushion to slide. The reclining adjustment device31includes a motor31A for rotating the seat back6relative to the seat cushion5and a sensor31B for detecting the reclining angle. The motor31A and the sensor31B included in the reclining adjustment device31are each connected with the control device18. The headrest up/down device32includes a motor32A for moving the headrest7up and down relative to the seat back6by moving the pillar7A joined to the seat back6. The motor32A is connected to the control device18, and the driving of the motor32A is controlled by the control device18. The slide adjustment device22includes a motor22A for causing the upper rails11B to slide relative to the lower rails11A. The motor22A is connected to the control device18, and the driving of the motor22A is controlled by the control device18. The height adjustment device23includes a motor23A for moving the seat cushion5up and down by causing each of the front link13A and the rear link13B to pivot. The driving of the motor23A causes the seat cushion5, the seat back6, and the headrest7to move up and down integrally. The motor23A is connected to the control device18, and the driving of the motor23A is controlled by the control device18. In the following, the amount of rise of the seat cushion5from a prescribed position due to the driving of the motor23A will be referred to as a height amount. The tilt adjustment device24includes a motor24A for causing the front link13A to pivot to make the seat cushion5rotate with the rear portion thereof being an axis and to thereby move the front portion up and down relative to the rear portion. The motor24A is connected to the control device18, and the driving of the motor24A is controlled by the control device18. In the following, the rotation angle of the seat cushion5due to the driving of the motor24A will be referred to as a tilt angle. The terminal17is a smartphone or a tablet computer, which is provided with a touch panel17A, and conducts near field communication with the control device18, The terminal17executes a prescribed application thereby to perform a reception process of receiving input of information regarding the physique of the seated person including the height and the weight (hereinafter, physique information) and transmitting an input completion signal including the physique information to the control device18. The control device18is a computer including a central processing unit (CPU) and a storage device18A such as a ROM, a RAM, a rewritable nonvolatile memory, a hard disk, etc. In the present embodiment, the control device18is fixed to the lower surface of the seat cushion5. The storage device18A stores a table (hereinafter, a driving table) indicating the relationship between the physique of the seated person and the parameters regarding the driving amount for driving the driving devices16to adapt the vehicle seat1to each physique. The parameters are defined beforehand to reproduce the shape of the back of the human body model in the neutral posture based on the corresponding physique. Note that the neutral posture here refers to the posture that satisfies the intervertebral disc neutral and the skeletal muscle neutral. As shown inFIG.4, the driving table records the relationship of a height range, a weight range, and a number of a group indicating a body type (for example, thin, standard, plump, etc. In the following, the body type group) with the parameters of the driving devices16for a seated person belonging to the group of the number and having a typical physique in the group. The parameters of the driving devices16include various parameters of the deformation devices20, a slide amount which is a parameter of the slide adjustment device22, the height amount which is a parameter of the height adjustment device23, and the tilt angle which is a parameter of the tilt adjustment device24. The parameters of the deformation devices20include the internal pressure value of the air cell26A of the ischial tuberosity support device26, the internal pressure value of the air cell27A of the sacrum/ilium support device27, the internal pressure value of the air cell28A of the ninth thoracic vertebra support device28, the middle fold angle which is a parameter of the middle-folding device29, the expansion/contraction amount of the seat cushion5which is a parameter of the expansion and contraction device30, and the headrest lift amount which is a parameter of the headrest up/down device32. The parameters of the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28are each defined to achieve the positions in the neutral posture of the ischial tuberosities P, the sacrum Q, the ilia R, and the ninth thoracic vertebra part S of a typical seated person belonging to the corresponding group. Upon receipt of the input completion signal, the control device18performs a seat adjustment process by controlling the driving devices16based on the physique information. In the following, first, the reception process performed in the terminal17will be described in detail, and thereafter, the seat adjustment process performed by the control device18will be described. The terminal17starts the reception process when there is a prescribed input to the touch panel17A. In the reception process, first, a reception area40for receiving input of height and weight, respectively, from the seated person are displayed as input fields40A. At this time, the terminal17displays a button written “Next” on it (hereinafter, a proceed button41) on the touch panel17A together with the input fields40A (seeFIG.5(A)). When the input has not been completed or the proceed button41has not been pressed, the terminal17waits until the input is completed and the proceed button41is pressed. It is to be noted that the reception area40displayed on the terminal17does not have to be configured to directly receive the input of the height and the weight, and the reception area40may be configured to have the seated person select a range to which the height of the seated person belongs and a range to which the weight of the seated person belongs and to receive the selection made by the seated person (namely, a pulldown type) (seeFIG.5(B)). When the input is completed and the proceed button41is pressed, the terminal17determines the body type group to which the seated person belongs by using the height and the weight received at the reception area40. In the present embodiment, the terminal17calculate a BMI value by using the height and the weight. Thereafter, based on the BMI value, the terminal17determines the body type group to which the body type of the seated person belongs. In the present embodiment, the terminal17determines that the body type is thin when the BMI value of the seated person is less than 22, standard when the BMI value is equal to or greater than 22 and less than 30, and plump when the BMI value is equal to or greater than 30. When the determination of the body type group is completed, the terminal17displays, on the touch panel17A, the, height, the weight, a symbol42indicating the body type group, a start button43, and a button written “Return” on it (hereinafter, a return button44) (seeFIG.5(C)). When the start button43is pressed, the terminal17transmits an input completion signal including the three pieces of information, namely, the height, the weight, and the body type group (hereinafter, the physique information) to the control device18. Thereafter, the terminal17displays a pop up screen45indicating that the seat adjustment is started (seeFIG.5(D)) and ends the reception process. When the return button44is pressed, the terminal17displays the reception area40on the touch panel17A to receive the input of the height and the weight from the seated person again. Upon receipt of the input completion signal, the control device18performs the seat adjustment process shown in the flowchart ofFIG.6. In the first step ST1(information acquisition step) of the seat adjustment process, the control device18acquires the physique information included in the input completion signal, namely, the three pieces of information consisting of the height, the weight, and the body type group of the seated person. When the acquisition of the physique information is completed, the control device18executes step ST2. In step ST2(decision step), the control device18decides the various parameters for driving the driving devices16based on the acquired physique information. More specifically, the control device18refers to a table held in the storage device18A and acquires the number of the group that matches the acquired physique information. Thereafter, the control device18refers to the table and acquires the parameters of the driving devices16corresponding to the acquired group, and decides the respective acquired parameters as the parameters for driving the driving devices16. The parameters of the driving devices16that are acquired include the internal pressure value of the air cell26A of the ischial tuberosity support device26, the internal pressure value of the air cell27A of the sacrum/ilium support device27, and the internal pressure value of the air cell28A of the ninth thoracic vertebra support device28. In step ST3(output step), based on the parameters of the driving devices16acquired in step ST2, the control device18drives the corresponding driving devices16. Thereby, the slide adjustment device22, the height adjustment device23, the tilt adjustment device24, the middle-folding device29, the expansion and contraction device30, the reclining adjustment device31, the headrest up/down device32, the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28are driven in accordance with the respective set parameters. Due to the driving of the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28, the position of the part of the seat cushion5corresponding to the ischial tuberosities P of the seated person, the position of the part of the seat back6corresponding to the sacrum Q and the ilia R, the position of the part of the seat back6corresponding to the ninth thoracic vertebra part S are each controlled to reproduce the shape of the back of the human body model in the neutral posture based on the physique information. When the driving of each driving device16is completed, the control device18ends the seat adjustment process. Next, effects of the vehicle seat1configured as above will be discussed. The position of the part of the seat cushion5corresponding to the ischial tuberosities P of the seated person, the position of the part of the seat back6corresponding to the sacrum Q and the ilia R, the position of the part of the seat back6corresponding to the ninth thoracic vertebra part S are each controlled to reproduce the shape of the back of the human body model in the neutral posture based on the physique information. Thereby, the ischia, the sacrum Q, the ilia R, and the ninth thoracic vertebra part S of the sealed person are each moved so that the seated person takes the neutral posture. At this time, the body of the seated person is in a relaxed state, and therefore, it is possible to reduce fatigue of the seated person resulting from tension of the skeletal muscles. The vehicle seat1has the air cells26A,27A,28A built therein at positions appropriate to move the ischial tuberosities P where the pain load is high in the lower body, the sacrum Q and the ilia R which are a rigid body in the skeleton structure, and the ninth thoracic vertebra part S which is the position of the center of gravity of the upper body and is most unlikely to move in the spine. Thereby, without increasing the internal pressure of the intervertebral disc, it is possible to effectively reduce fatigue caused by increase in the internal pressure of the intervertebral disc, tension of the skeletal muscles, load on the skin and the skeletal muscle system due to local pressure, and extended seating time. Also, the position of the part of the seat cushion5corresponding to the ischial tuberosities P of the seated person, the position of the part of the seat back6corresponding to the sacrum Q and the ilia R, the position of the part of the seat back6corresponding to the ninth thoracic vertebra part S are each defined in accordance with the human body model based on the physique information of the seated person. Thereby, the positions of the various parts of the seat cushion5and the seat back6are set such that the ischial tuberosities P, the sacrum Q, the ilia R, and the ninth thoracic vertebra part S are positioned at appropriate positions matching the physique of the seated person. Thereby, regardless of the physique of the seated person, the seated person can be put in a state in which the body is relaxed. Thus, regardless of the physique, the fatigue of the seated person can be reduced effectively. The information regarding the body type of the seated person is acquired by calculating the BMI value using the height and the weight input to the reception area40displayed on the touch panel17A. Thereby, the information regarding the body type of the seated person can be acquired without need for a sensor for measuring the body type of the seated person. Thus, the physique information including the height, the weight, and the body type of the seated person can be acquired conveniently. In ride share, car share or the like, in which vehicles are shared, the vehicle seat1installed in each vehicle has varying shapes. It is not easy to set the deformation amount of each vehicle seat to match the physique of the seated person. In the present embodiment, the deformation amount matching the physique of the seated person can be set by revising the table stored in the storage device18A to set the parameters of the driving devices16matching the shape of the vehicle seat1. Second Embodiment A vehicle seat51according to the second embodiment differs from the vehicle seat1according to the first embodiment with regard to the reception process, and the other configuration is the same and thus the description thereof will be omitted. As with the first embodiment, the terminal17starts the reception process when there is a prescribed input to the touch panel17A. In the reception process, the terminal17displays a reception area52for receiving input of the height, the weight, and the corresponding body type group from the seated person. In this embodiment, the terminal17may display the reception area52as selection fields52C (pulldown lists) enabling the seated person to select the range to which the height belongs, the range to which the weight belongs, and the body type group to which the seated person considers he/she belongs (seeFIG.7). Also, as with the first embodiment, the terminal17displays the proceed button41on the touch panel17A together with the reception area52, and when the input has not been completed or the proceed button41has not been pressed, waits until the input is completed and the proceed button41is pressed. The reception area52displayed in the reception process is not limited to the one enabling selection of the range to which the height belongs, the range to which the weight belongs, and the body type group, and may include input fields for directly receiving input from the seated person, for example. When the input is completed and the proceed button41is pressed, the terminal17displays the range to which the height belongs, the range to which the weight belongs, and the body type group (namely, the physique information) together with the start button43and the return button44, When the start button43is pressed, the terminal17transmits the input completion signal including the input physique information to the control device18. Thereafter, the terminal17displays a screen notifying that the seat adjustment is started, and ends the reception process. When the return button44is pressed, the terminal17displays the reception area52on the touch panel17A as shown inFIG.7, and receives again the selection of the range to which the height belongs, the range to which the weight belongs, and the body type group to which the seated person considers he/she belongs. Next, effects of the vehicle seat51configured as above will be discussed. In this embodiment, since the input of the body type group is directly received from the seated person, the physique information of the seated person can be acquired conveniently without performing calculation of BMI. Third Embodiment A vehicle seat61according to the third embodiment differs from the first embodiment in that the terminal17displays, in the reception process, a reception area.40for receiving input of the information regarding the seating posture in addition to the height and the weight. Also, the third embodiment differs from the first embodiment in that the storage device18A stores a correction table in addition to the table same as in the first embodiment. Furthermore, the third embodiment differs from the first embodiment in that the control device18calculates the various parameters of the driving devices16based on the information regarding the seating posture in addition to the information regarding the height, the weight, and the body type, namely, step ST3differs. In the following, details of the reception process, configuration of table stored in the storage device18A, and step ST3of the seat adjustment process will be described in order. As with the first embodiment, the terminal17starts the reception process when there is a prescribed input to the touch panel17A In the reception process, the terminal17displays a reception area62as a height input field62A, a weight input field62B, and a selection field62C for receiving a group of seating posture (hereinafter, a seating posture group) to which the seated person considers he/she belongs (seeFIG.8(A)). In this embodiment, the seating posture groups consist of five groups; namely, arched back, slight arched back, normal, slight sway back, and sway back. The seating posture group selection field62C displayed by the terminal17is preferably formed of a pulldown list. As with the first embodiment, the terminal17displays the proceed button41on the touch panel17A together with the reception area62, and when input has not been completed or the proceed button41has not been pressed, waits until the input is completed and the proceed button41is pressed. When the input is completed and the proceed button41is pressed, as with the first embodiment, the terminal17calculates the BMI value by using the height and the weight input to the reception area62, and calculates the body type group to which the seated person belongs. When the calculation is completed, the terminal17displays the height and the weight, a symbol42indicating the body type group to which the seated person belongs, aFIG.63indicating the seating posture, and the start button43and the return button44(seeFIG.8(B)). When the start button43is pressed, the terminal17transmits the input completion signal including the four pieces of information consisting of the height, the weight, the body type group to which the seated person belongs, and the seating posture group (hereinafter, the physique information) to the control device18. Thereafter, the terminal17performs a screen display (seeFIG.8(C)) and ends the reception process. When the return button44is pressed, the terminal17displays the reception area62on the touch panel17A and receives again the input of the height and the weight and the selection of the seating posture group from the seated person. Next, the configuration of the correction table stored in the storage device18A will be described. As shown inFIG.9, the correction table is a table showing the relationship between the seating posture group and the correction amount of the parameter of each driving device16. The correction amounts are set corresponding to the seating postures of the respective seating posture groups, and in the present embodiment, the correction amounts are set to correct the seating posture into an appropriate posture. More specifically, when the seating posture group is “arched back,” the parameters of the driving devices16are set to correct the arched back posture (for example, to make the air cell28A of the ninth thoracic vertebra support device28protrude forward). Next, step ST2and step ST3of the seat adjustment process will be described. As with the first embodiment, the control device18decides the various parameters for driving the driving devices16based on the acquired physique information. More specifically, the control device18refers to the table held in the storage device18A to acquire the number of group matching the acquired physique information. Thereafter, the control device18refers to the table to acquire the parameters of the driving devices16corresponding to the acquired group number and decides the acquired parameters as the parameters for driving the driving devices16. Further, in step ST3, the control device18corrects the acquired parameters of the driving devices16by referring to the correction table. More specifically, the control device18acquires the correction amount for each driving device16by referring to the correction table by using the seating posture group to which the seated person belongs. Subsequently, the control device18corrects the driving parameters by using the acquired correction amounts. Thereby, the parameters of the driving devices16; for example, the internal pressure value of the air cell26A of the ischial tuberosity support device26, the internal pressure value of the air cell27A of the sacrum/ilium support device27, and the internal pressure value of the air cell28A of the ninth thoracic vertebra support device28, are corrected and calculated to rectify the posture of the seated person based on the information regarding the seating posture of the seated person. Thereafter, the control device18drives the corresponding driving devices16based on the corrected parameters of the driving devices16. Thereby, the slide adjustment device22, the height adjustment device23, the tilt adjustment device24, the middle-folding device29, the expansion and contraction device30, the reclining adjustment device31, the headrest up/down device32, the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28are driven in accordance with the respective parameters corrected based on the information regarding the seating posture. Due to the driving of the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28, the position of the part of the seat cushion5corresponding to the ischial tuberosities P of the seated person, the position of the part of the seat back6corresponding to the sacrum Q and the ilia R, and the position of the part of the seat back6corresponding to the ninth thoracic vertebra part S are each controlled to correct the posture of the seated person. When the driving of each driving device16is completed, the control device18ends the seat adjustment process. Next, effects of the vehicle seat61configured as above will be discussed. When the seating posture of the seated person exhibits an arched back or a slight arched back, it is preferred that the vehicle seat61is deformed such that the seating posture of the seated person is slightly sway-backed than the neutral posture to rectify the seating posture of the seated person. When the seating posture of the seated person exhibits a sway back or a slight sway back, it is preferred that the vehicle seat61is deformed such that the seating posture of the seated person exhibits a slightly arched back than the neutral posture. In the present embodiment, the parameters of the driving devices16are corrected based on the seating posture of the seated person, and the driving devices16are driven based on the corrected parameters. Thereby, for example, the position of the part of the seat cushion5corresponding to the ischial tuberosities P of the seated person, the position of the part of the seat back6corresponding to the sacrum Q and the ilia R, and the position of the part of the seat back6corresponding to the ninth thoracic vertebra part S are each set to rectify the posture of the seated person in accordance with the seating posture. In this way, the vehicle seat61according to the present embodiment can set the correction amounts in accordance with the seating posture of the seated person and thereby can change the shape or the like thereof, and therefore, it is possible to provide the vehicle seat61with a function of adapting to the posture of the seated person. Fourth Embodiment A vehicle seat71according to the fourth embodiment differs from the vehicle seat1according to the first embodiment in that, as shown inFIG.10, the vehicle seat71is provided with a seating sensor72for detecting the seating of the seated person. Also, the processing in step ST1and step ST3of the seat adjustment process differs. Further, in this embodiment, the control device18supplies a prescribed amount of air to each of the air cells26A,27A,28A of the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28when the seating is not detected by the seating sensor72. In addition, the storage device18A of the control device18holds a table in which internal pressure values of the air cells26A,27A,28A of the ischial tuberosity support device26, the sacrum/ilium support device27, and the ninth thoracic vertebra support device28acquired when there is no seated person (for example, at the time of shipment from the factory) (hereinafter, initial pressures) are recorded beforehand (hereinafter, the table will be referred to as an initial pressure table). In the following, first, the processing in step ST1of the seat adjustment process will be described. In step ST1, the control device18acquires the internal pressure value of the air cell26A of the ischial tuberosity support device26, the internal pressure value of the air cell27A of the sacrum/ilium support device27, and the internal pressure value of the air cell28A of the ninth thoracic vertebra support device28from the corresponding sensors26C,27C,28C, Subsequently, the control device18calculates a difference between the acquired internal pressure value (the measured value of the internal pressure) of each air cell26A,27A,28A and the internal pressure value of each air cell26A,27A,28A recorded in the initial pressure table. Then, based on the calculated difference, the control device18determines the seating posture group to which the seating posture of the seated person belongs. At this time, the control device18may determine the seating posture group by putting the acquired difference in a prescribed determination formula or, when the storage device18A stores a table in which the relationship between the difference value and the seating posture group is depicted beforehand (hereinafter, a determination table), the control device18may determine the seating posture group by referring to the determination table. Thereafter, in step ST3, similarly to the third embodiment the control device18refers to the correction table to acquire the correction amount corresponding to the seating posture group to which the seated person is determined to belong, and corrects the driving parameters accordingly. Then, the control device18drives the corresponding driving devices16based on the corrected driving parameters. Thereby, the driving devices16are driven to rectify the posture of the seated person. Effects of the vehicle seat71according to the fourth embodiment will now be discussed. The control device18determines the seating posture of the seated person based on the difference between the measured internal pressure value of each air cell26A,27A,28A and the assumed value of the internal pressure. Therefore, compared to the third embodiment, there is no need for the seated person to input the seating posture, and thus, it is possible to improve the convenience of the vehicle seat71for the seated person. Also, the difference between the measured internal pressure value of each air cell26A,27A,28A and the assumed value of the internal pressure corresponds to the pressure applied from the seated person to the parts corresponding to each air cell26A,27A,28A. Therefore, by determining the seating posture based on the difference, the control device18can perform determination in line with the actual posture of the seated person. Fifth Embodiment In the fifth embodiment, the present invention is applied to a vehicle81which, as shown inFIG.11, includes the vehicle seat1,51,61,71according to any of the first to fourth embodiments and a vehicle door83located on a side of the vehicle seat and having a door trim82on an inboard side thereof. The door trim82includes a door trim main body84fixed to the vehicle door83and an armrest85provided on the inboard side surface of the door trim main body84. The armrest85is provided at a position of the door trim main body84corresponding to the arm of the seated person. The door trim main body84is provided with an actuator86(armrest driving device) for moving the armrest85vertically and making the armrest85protrude toward the seated person based on a signal from the control device18. The control device18executes the seat adjustment process similar to that executed in the first to fourth embodiments. However, the present embodiment differs from the other embodiments in that step ST3of the seat adjustment process executed by the control device18includes an armrest adjustment process. Also, the storage device18A additionally stores an armrest driving table. In the following, the armrest driving table and the armrest adjustment process will be described. The armrest driving table indicates the relationship of the height range, the weight range, and the body type group number with the parameters for driving the armrest85(hereinafter, armrest driving parameters), and in the present embodiment, the armrest driving table states an amount of vertical movement and an amount of protrusion of the armrest85appropriate for the seated person corresponding to each height range, weight range, and body type group. In the armrest adjustment process, the control device18refers to the armrest driving table and, based on the physique information of the seated person, acquires the armrest driving parameters corresponding to the height range, the weight range, and the body type group to which the seated person belongs. Thereafter, the control device18controls the actuator86to change the vertical position and the amount of protrusion of the armrest85to correspond to the armrest driving parameters. Thereby, the armrest85is moved up and down and protrudes toward the seated person as necessary to conform to the seated person. Next, effects of the vehicle81according to the present embodiment will be discussed. The control device18sets the amount of vertical movement and the amount of protrusion of the armrest85to match the physique of the seated person and drives the armrest85accordingly. Thereby, without reception of an input of the amount of movement of the armrest85from the seated person, the armrest85is automatically adjusted such that the arm of the seated person is disposed at a position comfortable to the seated person. Thus, the burden on the body of the seated person is reduced, whereby the fatigue of the seated person can be reduced. Concrete embodiments have been described in the foregoing, but the present invention is not limited to the above embodiments and may be modified or altered in various ways. In the above embodiments, the control device18calculated the various parameters for driving the driving devices16based on the height, weight, and body type group, but the present invention is not limited to this. The body type group is not indispensable to the calculation of the various parameters for driving the driving devices16, and the control device18may be configured to calculate the various parameters for driving the driving devices16based on only the height and the weight, for example. It is to be noted, however, that by calculating the various parameters for driving the driving devices16based on the body type group, it is possible to move and/or deform the vehicle seat1better in accordance with the physique of the seated person. In the above-described fourth embodiment, configuration was made to determine the seating posture group based on the differences between the internal pressure values of the air cells26A,27A,28A and the respective initial pressures, but the present invention is not limited to this embodiment. As shown inFIG.11, multiple pressure receiving sensors91may be provided on the seating surface9and the support surface10. Each pressure receiving sensor91has a sensor surface92and is capable of acquiring an average value and/or a pressure distribution of the pressure applied to the sensor surface92. The control device18may determine the seating posture group corresponding to the posture of the seated person based on the pressure of each pressure receiving sensor91. Here, configuration may be made such that pressure receiving sensors91A,91B are disposed on the right and left sides to form pairs and the seat back6and the seat cushion5are each provided with a pair of right and left air cells93A,93B to selectively cause the corresponding support surface10or seating surface9to protrude. The control device18preferably controls the right and left air cells93A.93B to make the support surface10and/or the seating surface9protrude as necessary to rectify the posture of the seated person in the lateral direction based on the difference in pressure between the pressure receiving sensors91A,91B forming the respective pairs. In the above-described third and fourth embodiments, the correction amount was set to rectify the posture of the seated person, but the present invention is not limited to these embodiments. In the reception process, the terminal17may receive selection of a desired posture (for example, a neutral posture, a relaxed posture in which the burden on the seated person is smaller than in the neutral posture, and a rectified posture) from the seated person, and the control device18may set the correction amount in accordance with the selection. In the above-described third and fourth embodiments, the correction amount was set based on the posture of the seated person, but the present invention is not limited to these embodiments. For example, the correction amount may be set based on the body state of the seated person such as sleep state, heart rate, body temperature, physical condition, etc., and may be set based on the flexibility of the body of the seated person. Also, the correction amount may be set based on the environment inside and/or outside the vehicle such as the season, cabin temperature, etc. More specifically, it is preferred that, for example, the vehicle seat1is provided with a temperature sensor100(seeFIG.12) for measuring the temperature on the seating surface9or the support surface10, so that when it is determined that the body temperature of the seated person is higher than a prescribed temperature, the control device18reduces the correction amount to put the seated person in the neutral posture (or relaxed posture). Similarly, it is preferred that the vehicle seat1is provided with a heart rate sensor101(seeFIG.12) for the seated person on the seating surface9or the support surface10so that when it is determined, based on a signal from the heart rate sensor101, the physical condition of the seated person is not good, the control device18sets the correction amount to put the seated person in the neutral posture (or relaxed posture) (for example, reduce the correction amount when rectifying the posture). The heart rate sensor101is preferably provided on a left side part of the seat hack6. Also preferably, the control device18may acquire a signal from a cabin temperature sensor102(seeFIG.11) provided inside the vehicle (for example, on the door trim82or the like) so that when it is determined that the cabin temperature is higher than a prescribed temperature, the control device18sets the correction amount to make the posture of the seated person approach the neutral posture (or relaxed posture). Thereby, the posture of the seated person is made suitable for the body state, and thus, it is possible to reduce fatigue of the seated person. In the fifth embodiment, the armrest85was configured to be capable of moving up and down and protruding toward the seated person, but is not limited to this embodiment. The armrest85is only required to be driven to exhibit at least one of vertical movement, lateral movement, and protrusion toward the seated person based on the signal from the control device18so that at least one of the vertical position, the lateral position, and the amount of protrusion is changed based on the signal from the control device18. In the above embodiments, configuration may be made such that after the output step (ST3) is completed, the terminal17receives a correction amount from the seated person, and the shape of the vehicle seat1is changed based on the correction amount. At this time, the control device18may store the correction amount received from the seated person in the storage device18A together with the physique information of the seated person. The control device18may further modify the driving parameters stated in the driving table based on the relationship between the stored body type of the seated person and the correction amount. In the above embodiments, the vehicle seat1,51,61,71was provided with the air cells26A,27A,28A at positions corresponding to the ischial tuberosities P, the sacrum Q, the ilia R, and the ninth thoracic vertebra part S, but in addition to them, an air cell103may be provided at a position corresponding to another part of the seated person (for example, the upper seat back6U) to rectify the posture of the seated person. Also, in the above embodiments, the air cells26A,27A,28A were provided between the pad member4A,5A and the skin member5B,6B, but the air cells26A,27A,28A may be provided on the back side of the pad member4A,5A (the rear side of the seat back6, and the lower side of the seat cushion5). Also, instead of the air cells26A,27A,28A, the vehicle seat1,51,61,71may be provided with any known actuators for changing the position of the seating surface9or the support surface10. LIST OF REFERENCE NUMERALS 1vehicle seat according to first embodiment5seat cushion5A pad member5B skin member6seat back6A pad member6B skin member16driving device17terminal18control device26ischial tuberosity support device26A air cell26C sensor27ilium support device27A air cell27C sensor28ninth thoracic vertebra support device28A air cell28C sensor40reception area51vehicle seat according to second embodiment52reception area61vehicle seat according to third embodiment62reception area71vehicle seat according to fourth embodiment81vehicle85armrestP ischial tuberosityQ sacrumR RimsS ninth thoracic vertebra partST1step (acquisition step)ST2step (decision step)ST3step (output step) | 54,247 |
11858393 | DETAILED DESCRIPTION A cushion member of the present disclosure, and a cushion member manufactured by using a cushion member manufacturing method of the present disclosure may be used for a passenger seat of an optional kind, and for example, is preferably used for a vehicle seat, more preferably used for a car seat. Embodiments of a cushion member, a cushion member manufacturing method, and a passenger seat according to the present disclosure will be exemplarily described below with reference to the accompanying drawings. Any common component in the drawings will be denoted by the same reference sign. [Cushion Member and Passenger Seat] FIGS.1to5are drawings for description of a cushion member according to a first embodiment of the present disclosure.FIG.1is a perspective view schematically illustrating a passenger seat300according to the first embodiment, which includes a cushion member301according to the first embodiment. The passenger seat300inFIG.1may be configured as a passenger seat of an optional kind, and for example, is preferably configured as a vehicle seat, more preferably configured as a car seat. The passenger seat300includes a seat-cushion cushion member301C on which a seated person sits, a frame (not illustrated) supporting the seat-cushion cushion member301C from below, a seat-back cushion member301B for supporting the back of the seated person, a frame (not illustrated) installed on the back side of the seat-back cushion member301B, and a head rest340installed above the seat-back cushion member301B and supporting the head of the seated person. The seat-cushion cushion member301C and the seat-back cushion member301B are each formed of the cushion member301of the present embodiment. In the example illustrated inFIG.1, the head rest340is separated from the seat-back cushion member301B but may be integrated with the seat-back cushion member301B. FIG.2illustrates the seat-cushion cushion member301C inFIG.1at a section taken along a line G-G inFIG.1.FIG.3illustrates the seat-back cushion member301B inFIG.1at a section taken along a line H-H inFIG.1.FIG.4illustrates a partial section of the cushion member301of the present embodiment, from which the seat-cushion cushion member301C and the seat-back cushion member301B inFIG.1are each formed, in an enlarged manner. In the present specification, as denoted inFIGS.1to3, “up”, “down”, “left”, “right”, “front”, and “back” directions when viewed from the seated person sitting on the passenger seat300are simply referred to as, for example, “up”, “down”, “left”, “right”, “front”, and “back”, respectively. The cushion member301of the present embodiment is shaped by a 3D printer and entirely integrally formed. As illustrated inFIG.4, the cushion member301includes a porous structural body1having a large number of cell holes, and a top skin330serving as at least a surface FS on the seated person side among the surfaces of the passenger seat300and integrated with the porous structural body1. The top skin330is positioned outside the porous structural body1and covers at least a surface on the seated person side among the surfaces of the porous structural body1. A surface of the top skin330on a side (outside) opposite to the porous structural body1serves as at least the surface FS on the seated person side among the surfaces of the passenger seat300. In other words, the top skin330is positioned on the outermost side of the passenger seat300and covered with nothing thereon. In the example illustrated inFIG.1, the top skin330serves as, among the surfaces of the passenger seat300, the surface FS on the seated person side and any other surface (side surface) SS continuous with the surface FS. More specifically, as illustrated inFIGS.1and2, the seat-cushion cushion member301C formed of the cushion member301includes a cushion pad310made of the porous structural body1, and the top skin330covering at least a surface on the seated person side among surfaces of the cushion pad310. The cushion pad310has functions of what is called a seat pad. The cushion pad310includes a main pad311formed to support the hip region and the femoral region of the seated person from below, and a pair of side pads312positioned on the right and left sides of the main pad311and protruding beyond the main pad311to support the seated person from the right and left sides. In the examples ofFIGS.1and2, the top skin330of the seat-cushion cushion member301C covers, among the surfaces of the cushion pad310, a surface (specifically, the upper surfaces of the main pad311and the side pads312) on the seated person side, and any other surface (side surface; specifically, side surfaces of the main pad311and/or the side pads312on the front side, or side surfaces outside the pair of side pads312in the right-left direction) continuous with the surface on the seated person side. The surface of the top skin330on the side opposite to the porous structural body1serves as, among surfaces of the seat-cushion cushion member301C of the passenger seat300, the surface (upper surface) FS on the seated person side, and any other surface (side surface; specifically, side surface on the front side or side surface outside in the right-left direction) SS continuous with the surface FS on the seated person side. As illustrated inFIGS.1and3, the seat-back cushion member301B formed of the cushion member301includes a back pad320made of the porous structural body1, and the top skin330covering at least a surface on the seated person side among surfaces of the back pad320. The back pad320has functions of what is called a seat pad. The back pad320includes a main pad321formed to support the back of the seated person from the back side, and a pair of side pads322positioned on the right and left sides of the main pad321and protruding on the front side of the main pad321to support the seated person from the right and left sides. In the example inFIGS.1and3, the top skin330of the seat-back cushion member301B covers, among the surfaces of the back pad320, a surface on the seated person side (specifically, the front surfaces of the main pad321and the side pads322), and any other surface (side surface; specifically, side surfaces of the main pad321and/or the side pads322on the upper side, or side surfaces outside the pair of side pads322in the right-left direction) continuous with the surface on the seated person side. The surface of the top skin330on the side opposite to the porous structural body1serves as, among surfaces of the seat-back cushion member301B of the passenger seat300, the surface (front surface) FS on the seated person side, and any other surface (side surface; specifically, side surface on the upper side or side surface outside in the right-left direction) SS continuous with the surface FS on the seated person side. Note that, in the example illustrated inFIG.1, the top skin330serves as the entire surface FS on the seated person side and the entire other surface (side surface) SS continuous with the surface FS among the surfaces of the passenger seat300. However, the top skin330may serve as only part of the surface FS of the passenger seat300on the seated person side. In this case, the ratio of the area of the top skin330relative to the entire area of the surface FS of the seat-cushion cushion member301C or the seat-back cushion member301B of the passenger seat300on the seated person side is preferably, for example, 10 to 50%. Alternatively, the top skin330may serve as only part of the side surface SS of the passenger seat300. For example, the cushion member301of the passenger seat300is constituted by a filling body, and a body part separated from the filling body and including a concave part in which the filling body is housed, the filling body may serve as part of the surface FS of the passenger seat300on the seated person side and/or the side surface SS, and in this case, the top skin330may serve as the surface FS of the filling body on the seated person side and/or the side surface SS thereof. In this case, the ratio of the area of the top skin330relative to the entire area of the surface FS of the seat-cushion cushion member301C or the seat-back cushion member301B of the passenger seat300on the seated person side is preferably, for example, 10 to 50%. The cushion member301is made of flexible resin or rubber. The “flexible resin” is resin that can deform when external force is applied, and is preferably, for example, elastomer resin, more preferably polyurethane, further more preferably soft polyurethane. The rubber is, for example, natural rubber or synthetic rubber. The top skin330can freely deform in accordance with external force from the seated person since the cushion member301is made of flexible resin or rubber, and a cushioning characteristic can be obtained since the porous structural body1can perform compressing and restoring deformation in accordance with application and cancellation of external force from the seated person. Note that, for the easiness of manufacturing by a 3D printer, the cushion member301is preferably made of flexible resin than rubber. In addition, for the easiness of manufacturing by a 3D printer, the cushion member301is preferably entirely made of a material having the same composition. However, the cushion member301may be made of materials having different compositions at sites. Note that, when the cushion member301is manufactured by using a 3D printer, resin, the raw material of which is photocurable polyurethane (in particular, ultraviolet curable polyurethane), may be used for a material to make the cushion member301. For the photocurable polyurethane (in particular, ultraviolet curable polyurethane), resin of urethane acrylate or urethane methacrylate may be used as a raw material. Such resin is, for example, disclosed in U.S. Pat. No. 4,337,130. The configuration of the porous structural body1will be described later in detail with reference toFIGS.10to23. FIG.5is a perspective view illustrating part of the top skin330of the cushion member301, from which the seat-cushion cushion member301C and the seat-back cushion member301B inFIG.1are formed. In the example illustrated inFIG.5, the top skin330has a plurality of through holes331. In this manner, the cushion member301of the present embodiment is an integration of the porous structural body1, and the top skin330serving as at least the surface FS on the seated person side among the surfaces of the passenger seat300. The cushioning characteristic of the cushion member301is provided by the porous structural body1. Since the cushion member301includes the top skin330, the passenger seat300can have excellent appearance, the passenger seat300can have excellent surface touch, and discomfort when the seated person sits can be eliminated, unlike a case in which the cushion member301includes only the porous structural body1without the top skin330. Although the porous structural body1is potentially damaged through interference with the seated person when the porous structural body1is externally exposed at a position that touches the seated person, the top skin330serves as at least the surface FS on the seated person side among the surfaces of the passenger seat300(in other words, covers at least the surface on the seated person side among the surfaces of the porous structural body1) in the cushion member301of the present embodiment, and thus the porous structural body1can be prevented from directly interfering with the seated person, and accordingly, durability of the porous structural body1can be improved. Note that, although not illustrated, the same effect can be obtained to some different extent when the top skin330serves as only part of the surface FS of the passenger seat300on the seated person side (in other words, covers only part of the surface of the porous structural body1on the seated person side). Since the porous structural body1and the top skin330are integrated in the cushion member301of the present embodiment, the process of covering a porous structural body (such as urethane foam) with a top skin thereon, which has been needed at manufacturing of a conventional passenger seat, is unnecessary. Accordingly, passenger seat productivity can be improved. In addition, since the porous structural body1and the top skin330are formed as one component in the cushion member301of the present embodiment, the number of components can be reduced as compared to a conventional passenger seat. Thus, productivity improvement and cost reduction can be achieved. Since the porous structural body1and the top skin330are integrated, the top skin330is not potentially separated nor shifted from the surface of the porous structural body1when used, for example, unlike a case in which these components are separated, and thus the quality of the passenger seat300can be improved. As described above, the cushion member301of the present embodiment is shaped by a 3D printer. Since the cushion member301is manufactured by using a 3D printer, the cushion member301including the porous structural body1and the top skin330can be easily manufactured through one process, and thus the productivity can be improved and a desired configuration can be obtained. In addition, it is expected that manufacturing by a 3D printer can be achieved at lower cost in a shorter time in the future due to upcoming progress of 3D printer technologies. Moreover, the configuration of the cushion member301corresponding to various required characteristics can be simply achieved as desired by manufacturing the cushion member301by using a 3D printer. As described above, in the examples ofFIGS.1to3, the top skin330serves as, among the surfaces of the passenger seat300, not only the surface FS on the seated person side but also the other surface (side surface) SS continuous with the surface FS on the seated person side. Accordingly, the passenger seat300can have further excellent appearance, the passenger seat300can have further excellent surface touch, discomfort when the seated person sits can be further eliminated, and the durability of the porous structural body1can be improved as compared to a case in which the top skin330serves as only the surface FS on the seated person side among the surfaces of the passenger seat300and the porous structural body1serves as the side surface SS of the passenger seat300(in other words, the porous structural body1is exposed on the side surface of the passenger seat300). However, the top skin330may serve as only the surface FS on the seated person side among the surfaces of the passenger seat300. To ensure the breathability of the cushion member301, it is preferable that, as illustrated inFIGS.2and3, the top skin330does not cover the porous structural body1on at least part (preferably all) of the back surface of the cushion member301(the lower surface of the seat-cushion cushion member301C and the back surface of the seat-back cushion member301B), in other words, the porous structural body1is exposed on at least part (preferably all) of the back surface of the cushion member301. As illustrated inFIGS.4and5, in the present embodiment, the top skin330includes the plurality of through holes331. Accordingly, the breathability of the cushion member301(the seat-cushion cushion member301C and the seat-back cushion member301B) can be improved. The breathability and vibration characteristics of the cushion member301can be adjusted by adjusting the number of the through holes331of the top skin330, the diameter thereof, the area ratio thereof, and the like. For example, to improve the breathability and manufacturability by a 3D printer, a diameter D331of each through hole331is preferably equal to or larger than 0.5 mm, more preferably equal to or larger than 1 mm, further more preferably equal to or larger than 5 mm. To ensure favorable appearance of the passenger seat300and improve the durability of the porous structural body1, the diameter D331of each through hole331is preferably equal to or smaller than 30 mm, more preferably equal to or smaller than 10 mm. To improve the durability of the porous structural body1, the diameter D331of each through hole331is preferably equal to or smaller than the average diameter of a cell hole C (FIG.10) of the porous structural body1to be described later, more preferably smaller than the average diameter of the cell hole C of the porous structural body1. For the same reason, the diameter D331of each through hole331is preferably equal to or smaller than the diameter of a first cell hole C1(FIG.10) of the porous structural body1to be described later, more preferably smaller than the diameter of the first cell hole C1of the porous structural body1. Note that, in the example illustrated inFIG.5, the shape of each through hole331when the top skin330is seen in planar view is a circle, but the shape of each through hole331when the top skin330is seen in planar view may be an optional polygon such as a rectangle or a triangle or may be an optional shape such as an elliptical shape. When the shape of each through hole331when the top skin330is seen in planar view is non-circular, “the diameter D331” of the through holes331is the diameter of a circumscribed circle of each through hole331when the top skin330is seen in planar view. As the area ratio of each through hole331when the top skin330is seen in planar view decreases, the breathability degrades and vibration damping performance degrades. As the area ratio of each through hole331when the top skin330is seen in planar view increases, the breathability improves and vibration damping performance improves. The area ratio of each through hole331when the top skin330is seen in planar view is preferably higher than 0%, more preferably equal to higher than 5%, further more preferably equal to higher than 25%. The area ratio of each through hole331when the top skin330is seen in planar view is preferably equal to or lower than 80%, more preferably equal to or lower than 55%. Note that “the area ratio of each through hole331when the top skin330is seen in planar view” is the ratio (A2×100/A1[%]) of a total area A2of all through holes331provided to the top skin330in planar view of the top skin330relative to an entire area A1of the top skin330when the top skin330is spread on a plane. “The entire area A1of the top skin330when the top skin330is spread on a plane” is the area of a part surrounded by the outer edge of the top skin330when the top skin330is spread on a plane, and the entire area A1includes area occupied by the through holes331. In the example illustrated inFIG.5, the plurality of through holes331are disposed in a regular disposition pattern in planar view of the top skin330, but the plurality of through holes331may be disposed at random without regularity. Note that the top skin330preferably entirely has the through holes331, but only part of the top skin330may have a plurality of through holes331. For example, the top skin330may have through holes331only at a part serving as the surface FS of the passenger seat300on the seated person side or only at a part covering the main pads311and321. FIGS.6and7are drawings for description of the cushion member301according to a second embodiment and correspond toFIGS.4and5, respectively. The cushion member301according to the second embodiment is different from that of the first embodiment illustrated inFIGS.4and5only in that the top skin330has an embossing pattern on the surface opposite to the porous structural body1instead of including the through holes331. The “embossing pattern” is an irregularity pattern formed on a surface of the top skin330by a plurality of protrusions332provided on the surface of the top skin330. The embossing pattern of the top skin330illustrated inFIGS.6and7is formed by disposing the protrusions332having various shapes and sizes. However, the embossing pattern of the top skin330may be different from the example illustrated inFIG.7, and the shapes and sizes of the protrusions332provided on the surface of the top skin330and the scheme of disposition thereof may be optional. For example, as in a modification illustrated inFIG.8, the embossing pattern of the top skin330may be formed by regularly disposing a plurality of protrusions332having the same shape and size. In the example illustrated inFIG.8, the shape of each protrusion332is a rectangle in planar view of the top skin330but may be a polygon such as a triangle, or an optional shape such as a circular or an ellipse in planar view of the top skin330. Although not illustrated, each protrusion332may be a protrusion longitudinally extending in one direction. Since the surface of the top skin330has the embossing pattern, the top skin330can have the appearance and touch of a leather material. Accordingly, although manufactured by a 3D printer, the top skin330of the passenger seat300can have appearance and touch same as those of the top skin of a conventional typical passenger seat. Moreover, the top skin330can have reduced light reflectance and have reduced appearance of shine and dirt as compared to a case in which the surface thereof is smooth, and thus can provide a sense of luxury to the appearance of the passenger seat300. Furthermore, the seated person can have excellent slipping touch when touching the top skin330, and thus it is possible to improve touch and comfort and prevent abnormal noise when the seated person touches or sits. To improve appearance and touch when the surface of the top skin330has the embossing pattern as in the examples inFIGS.6to8, a height H332of each protrusion332is preferably equal to or lower than 2 mm, more preferably equal to or lower than 1 mm. For the easiness of manufacturing by a 3D printer, the height H332of each protrusion332is preferably equal to or higher than 0.1 mm. To improve appearance and touch when the surface of the top skin330has the embossing pattern as in the examples ofFIGS.6to8, a diameter D332of each protrusion332when the top skin330is seen in planar view is preferably equal to or smaller than 10 mm, more preferably equal to or smaller than 5 mm. For the easiness of manufacturing by a 3D printer, the diameter D332of each protrusion332when the top skin330is seen in planar view is preferably equal to or larger than 0.1 mm. Note that, when the shape of each protrusion332when the top skin330is seen in planar view is non-circular, “the diameter D332” of the protrusions332is the diameter of a circumscribed circle of the protrusions332when the top skin330is seen in planar view. Note that the top skin330preferably entirely has an embossing pattern, but only part of the top skin330may have an embossing pattern. For example, the top skin330may have an embossing pattern only at a part serving as the surface FS of the passenger seat300on the seated person side. The top skin330may have both the through holes331described in the first embodiment and the embossing pattern (in other words, the protrusions332) described in the second embodiment. The rigidity of the cushion member301can be adjusted by adjusting a thickness T330of the top skin330. The rigidity of the cushion member301increases as the thickness T330of the top skin330increases. The rigidity of the cushion member301decreases as the thickness T330of the top skin330decreases. In each example described above, a maximum value (thickness at a position where the thickness T330is maximum) of the thickness T330of the top skin330is preferably 0.3 to 5 mm, more preferably 1 to 3 mm. Accordingly, the easiness of manufacturing by a 3D printer is improved, and preferable characteristics as the cushion member301used for the passenger seat300(in particular, a car seat) are obtained. Moreover, it is possible to further improve the productivity of the passenger seat300and reduce the weight of the cushion member301while sufficiently maintaining the durability of the top skin330. Note that, in the example illustrated inFIG.1, the cushion member301serve as the entire seat-cushion cushion member301C and the entire seat-back cushion member301B of the passenger seat300. However, the cushion member301may serve as only one of the seat-cushion cushion member301C, the seat-back cushion member301B, and the head rest340of the passenger seat300. As in a modification illustrated inFIG.30, the cushion member301may serve as only part of the seat-cushion cushion member301C of the passenger seat300, only part of the seat-back cushion member301B, and/or only part of the head rest340. Accordingly, the size of the cushion member301can be reduced so that the cushion member301can be manufactured by a relatively small-sized 3D printer. In this case, a part other than a part formed by the cushion member301among the seat-cushion cushion member301C, the seat-back cushion member301B, and the head rest340of the passenger seat300may be manufactured into a conventional typical configuration as described above through the process of foaming by chemical reaction in, for example, mold shaping or slab shaping. For example, as in the example ofFIG.30, the seat-cushion cushion member301C, the seat-back cushion member301B, and/or the head rest340of the passenger seat300may each include a plurality of cushion parts3011separated from each other, only some (one or a plurality) of the plurality of cushion parts3011may be formed of the cushion member301, and the other cushion parts3011may have a conventional typical configuration as described above. More specifically, for example, as in the example ofFIG.30, the seat-cushion cushion member301C, the seat-back cushion member301B, and/or the head rest340of the passenger seat300may each include one or a plurality (in the example ofFIG.30, two) of filling bodies3011formed of the cushion member301, and a body part301M separated from the one or plurality of filling bodies3011, including a concave part301R in which the one or plurality of filling bodies3011is housed, and having a conventional typical configuration as described above. In this case, each filling body3011may serve as part of the surface FS of the passenger seat300on the seated person side and/or the side surface SS thereof, and in this case, the top skin330may serve as the surface FS of the filling body on the seated person side and/or the side surface SS thereof. In this case, the ratio of the area of the top skin330relative to the entire area of the surface FS of the seat-cushion cushion member301C, the seat-back cushion member301B, or the head rest340of the passenger seat300on the seated person side is preferably, for example, 10 to 50%. Alternatively, the seat-cushion cushion member301C, the seat-back cushion member301B, and/or the head rest340of the passenger seat300may be constituted by the plurality of cushion parts3011separated from each other, and the plurality of cushion parts3011may be each formed of the cushion member301. Accordingly, the size of the cushion member301can be reduced so that the cushion member301can manufactured by a relatively small-sized 3D printer. In each example described in the present specification, when the seat-cushion cushion member301C, the seat-back cushion member301B, and/or the head rest340of the passenger seat300each include the plurality of cushion parts3011separated from each other and some (one or a plurality) of the plurality of cushion parts3011or all cushion parts3011are formed of the cushion member301as described above (and as in the example ofFIG.30), a pair of cushion parts3011adjacent to each other may be bonded to each other by adhesive3012as in the example ofFIG.31. In this case, the adhesive3012is preferably disposed not to be exposed on the surface FS of each cushion parts3011on the seated person side, in other words, is preferably separated on a back surface BS side from the surface FS of each cushion part3011on the seated person side. Accordingly, the seated person can be prevented from contacting the hardened adhesive3012when applying weight on the cushion parts3011, and thus discomfort felt by the seated person through contact with the hardened adhesive3012can be prevented. In this case, a distance L20(FIG.31) between a pair of facing surfaces3011afacing each other (which is the thickness of the adhesive3012) among surfaces of the above-described pair of cushion parts3011adjacent to each other is preferably 2 to 10 mm. In this case, a distance L21(FIG.31) from the surface FS on the seated person side of each of the above-described pair of cushion parts3011adjacent to each other to the adhesive3012is preferably 2 to 20 mm. The distance L21(FIG.31) from the surface FS on the seated person side to the adhesive3012is measured perpendicularly to the surface FS on the seated person side. In this case, it is preferable that one of the above-described pair of cushion parts3011adjacent to each other is formed of the cushion member301and the other of the above-described pair of cushion parts3011adjacent to each other is formed of the cushion member301or has a conventional typical configuration as described above. Alternatively, in each example described in the present specification, when the seat-cushion cushion member301C, the seat-back cushion member301B, and/or the head rest340of the passenger seat300each include a plurality of cushion parts3011separated from each other and some (one or a plurality) of the plurality of cushion parts3011or all cushion parts3011are formed of the cushion member301as described above (as in the example ofFIG.30), the pair of cushion parts3011adjacent to each other may not be bonded to each other through the adhesive3012as in an example ofFIG.32. Accordingly, it is possible to prevent discomfort felt by the seated person contacting the hardened adhesive3012when applying weight to the cushion parts3011. In this case, the above-described pair of cushion parts3011adjacent to each other are preferably separated from each other. More specifically, a distance L23(FIG.32) between the pair of facing surfaces3011afacing each other among the surfaces of the above-described pair of cushion parts3011adjacent to each other is preferably 5 to 20 mm. Accordingly, it is possible to prevent discomfort felt by the seated person when applying weight to the cushion parts3011. In this case, a corner3011bbetween the surface FS on the seated person side and the facing surface3011aon the surface of each of the above-described pair of cushion parts3011adjacent to each other preferably has a chamfered curve shape (in other words, is rounded) at a section of each cushion part3011in the thickness direction. Accordingly, it is possible to prevent discomfort felt by the seated person when applying weight to the cushion parts3011. In this case, it is preferable that one of the above-described pair of cushion parts3011adjacent to each other is formed of the cushion member301and the other of the above-described pair of cushion parts3011adjacent to each other is formed of the cushion member301or has a conventional typical configuration as described above. [Cushion Member Manufacturing Method and 3D Shaping Data] Subsequently, a cushion member manufacturing method according to an embodiment of the present disclosure will be described below with reference toFIG.9. Specifically, the method exemplarily described below is a method of manufacturing the above-described cushion member301by a 3D printer. First, three-dimensional shape data (for example, three-dimensional CAD data) representing the three-dimensional shape of the cushion member301is produced by using a computer in advance. Subsequently, the above-described three-dimensional shape data is converted into 3D shaping data500by using a computer. The 3D shaping data500is read by a controller410of a 3D printer400when a shaping unit420of the 3D printer400performs shaping, and with 3D shaping data500, the controller410causes the shaping unit420to shape the cushion member301. The 3D shaping data500includes, for example, slice data representing the two-dimensional shape of each layer of the cushion member301. Subsequently, shaping of the cushion member301is performed by the 3D printer400. The 3D printer400may perform the shaping by using an optional shaping scheme such as an optical shaping scheme, a powder sintering lamination scheme, a heat melting lamination scheme (FDM scheme), or an ink jet scheme. The optical shaping scheme is preferable to improve the productivity.FIG.9illustrates the shaping being performed by the optical shaping scheme. The 3D printer400includes, for example, the controller410made of a CPU or the like, the shaping unit420configured to perform shaping in accordance with control by the controller410, a supporting table430on which a shaping object (which is the cushion member301) to be shaped is placed, and a housing body440in which liquid resin LR, the supporting table430, and the shaping object are housed. The shaping unit420includes a laser emitter421configured to emit an ultraviolet laser beam LL when the optical shaping scheme is used as in the present example. The housing body440is filled with the liquid resin LR. The liquid resin LR is cured into flexible resin through irradiation of the ultraviolet laser beam LL emitted from the laser emitter421. In the 3D printer400thus configured, first, the controller410reads the 3D shaping data500and sequentially shapes each layer based on a three-dimensional shape included in the read 3D shaping data500while controlling the shaping unit420to emit the ultraviolet laser beam LL. After the shaping by the 3D printer400is completed, the shaping object is taken out of the housing body440. Accordingly, the cushion member301is finally obtained as the shaping object. Since the cushion member301is manufactured by using the 3D printer, the cushion member301including the porous structural body1and the top skin330can be easily manufactured through one process and a desired configuration can be obtained. Note that when the cushion member301is made of resin, the cushion member301as the shaping object may be heated in an oven after the shaping by the 3D printer400is completed. In this case, connection between layers included in the cushion member301can be reinforced to reduce anisotropy of the cushion member301, and thus the cushioning characteristic of the cushion member301can be further improved. When the cushion member301is made of rubber, the cushion member301as the shaping object may vulcanized after the shaping by the 3D printer400is completed. [Porous Structural Body] The porous structural body1of the cushion member301described above will be described below in detail with reference toFIGS.10to23. InFIGS.10to19and21to23, the orientation of a XYZ orthogonal coordinate system fixed to the porous structural body1is indicated to facilitate understanding of the orientation of the porous structural body1. First, an example of the porous structural body1will be described below with reference toFIGS.10to20. InFIGS.10to13, a part cut into a rectangular parallelepiped in the porous structural body1according to the present example is viewed at different angles, respectively. InFIG.10, one surface of the part of the porous structural body1is seen in planar view, in other words, the part of the porous structural body1is viewed in the direction of arrow C (−X direction) inFIGS.11to13. InFIG.11, a surface of the part of the porous structural body1on the right side inFIG.10is seen in planar view, in other words, the part of the porous structural body1is viewed in the direction of arrow A (−Y direction) inFIGS.10,12, and13. InFIG.12, a surface of the part of the porous structural body1, which is same as that inFIG.10is obliquely viewed from above, in other words, the part of the porous structural body1is viewed in the direction of arrow D inFIGS.10,11, and13. InFIG.13, a surface of the part of the porous structural body1on a side opposite to that inFIGS.10and12is obliquely viewed from above, in other words, the part of the porous structural body1is viewed in the direction of arrow B inFIGS.11and12. As described above, the porous structural body1is made of flexible resin or rubber. More specifically, the porous structural body1includes a skeleton part2as a skeleton of the porous structural body1, and a large number of cell holes C defined by the skeleton part2. The skeleton part2exists in the entire porous structural body1and is made of flexible resin or rubber. In the present example, a part of the porous structural body1other than the skeleton part2is a void space. The porous structural body1, which is made of flexible resin or rubber, can perform compressing and restoring deformation in accordance with application and cancellation of external force and can have a cushioning characteristic. The porous structural body1of the present example has a configuration in which a plurality of unit parts U having cube shapes are continuously integrated in X, Y, and Z directions. The part of the porous structural body1illustrated inFIGS.10to13is made of 18 unit parts U constituted by three unit parts arrayed in the Z direction, three unit parts arrayed in the Y direction, and two unit parts arrayed in the X direction. In the present example, the configuration, dimension, and orientation of each unit part U included in the porous structural body1are same. For convenience, one unit part U is colored in a gray color darker than those of the other unit parts U inFIGS.10to13, and the outer edge of the unit parts U colored in the dark gray color is illustrated with a dotted line inFIGS.10and11. When the outer edge (outer outline) of each unit part U of the porous structural body1has a cube shape as in the present example, the same machine characteristics can be obtained in the X, Y, and Z directions. Note that the outer edge (outer outline) of each unit part U may have a rectangular parallelepiped shape other than a cube shape, or another shape. The configurations and/or dimensions of the unit parts U included in the porous structural body1may not be completely identical but may be slightly different from one another. When the outer edge (outer outline) of each unit part U of the porous structural body1has a rectangular parallelepiped shape other than a cube shape, intentional anisotropy can be obtained as a function of the porous structural body1. For example, when the porous structural body1is applied to a car passenger seat, the outer edge (outer outline) of each unit part U can have a rectangular parallelepiped shape other than a cube shape, thereby providing softness, for example, in the Z direction (the direction in which a person sits) to improve ride comfort. FIGS.14to19illustrate one unit part U alone. InFIG.14, the unit part U is viewed in a direction substantially same as that ofFIG.12, in other words, the unit parts U is viewed in the direction of arrow D inFIGS.10,11, and13. InFIG.15, part ofFIG.14is viewed in an enlarged manner. InFIGS.16and17, which are the same drawing, part of the unit part U on a side same as that ofFIG.14is viewed from below, in other words, the unit part U is viewed in the direction of arrow E inFIGS.12and14. Only difference betweenFIGS.16and17is that different dashed lines and dashed-dotted lines are illustrated for visibility of the drawings. InFIGS.18and19, which are the same drawing, part of the unit part U on a side opposite to that ofFIG.14is viewed from above, in other words, the unit part U is viewed in the direction of arrow F inFIGS.13and14. Only difference betweenFIGS.18and19is that different dashed lines and dashed-dotted lines are illustrated for visibility of the drawings. For reference, arrows A, B, and C inFIGS.10to13are also illustrated inFIGS.14and16to19. As illustrated inFIGS.10to19, the skeleton part2of the porous structural body1is constituted by a plurality of bone parts2B and a plurality of connection parts2J, and the entire skeleton part2is integrated. Each bone part2B has a column shape in the present example and extends straight in the present example. Each connection part2J connects end parts2Be in extension directions of a plurality (in the illustrated example, two to six) of bone parts2B extending in directions different from each other, at a place where the end parts2Be are adjacent to each other. InFIGS.15,16, and18, a skeleton line O of the skeleton part2is illustrated at part of the porous structural body1. The skeleton line O of the skeleton part2includes a skeleton line O of each bone part2B and a skeleton line O of each connection part2J. The skeleton line O of each bone part2B is the central axis of the bone part2B and constituted by the central axis of a bone constant part2B1and the central axis of a bone change part2B2to be described later. The skeleton line O of each connection part2J is an extended line part obtained when the central axes of bone parts2B connected with the connection part2J smoothly extend into the connection part2J and are coupled with each other. The central axis of each bone part2B is a line obtained by connecting the barycenter point of the shape of the bone part2B in a section orthogonal to the extension direction of the bone part2B at each point in the extension direction of the bone part2B. The extension direction of each bone part2B is the extension direction of the skeleton line O of the bone part2B (a part corresponding to the bone part2B in the skeleton line O; this is same in the following). The porous structural body1, which entirely includes the skeleton part2, can perform compressing and restoring deformation in accordance with application and cancellation of external force while ensuring the breathability, and thus has excellent characteristics as a cushion member. Moreover, the porous structural body1has a simple structure and thus can be easily shaped by a 3D printer. Note that some or all of the bone parts2B included in the skeleton part2may extend in curved shapes. In this case, since some or all bone parts2B are curved, it is possible to prevent abrupt shape change of the bone parts2B and thus the porous structural body1and reduce local buckling at weight input. Each edge part (side part where a pair of surfaces adjacent to each other face) of the skeleton part2is angulated in the drawings but may be smoothly curved. In the present example, the bone parts2B included in the skeleton part2have substantially same shapes and lengths. However, the present disclosure is not limited to the present example, but the shapes and/or lengths of the bone parts2B included in the skeleton part2may not be same, and for example, the shapes and/or lengths of some bone parts2B may be different from those of the other bone parts2B. In this case, different machine characteristics can be intentionally obtained by differentiating the shape and/or length of a bone part2B at a particular part of the skeleton part2from the other part. For example, when the porous structural body1is applied to the cushion pad310as in the examples ofFIGS.1and2described above, part of the main pad311on the seating surface side (surface side) may be soft for improving ride comfort, and parts thereof serving as the side pads312may be hard for providing a sense of being held. FIG.20illustrates each bone part2B of the present example alone.FIG.20(a)illustrates a natural state in which no external force is applied to the bone part2B, andFIG.20(b)illustrates a state in which external force is applied to the bone part2B. InFIG.20, the central axis (skeleton line O) of the bone part2B is illustrated. As illustrated inFIG.20(a), each bone part2B is constituted by a bone constant part2B1extending while keeping cross-sectional area constant, and a pair of bone change parts2B2extending from the bone constant part2B1to the corresponding connection parts2J while gradually changing cross-sectional area at both sides of the bone constant part2B1in the extension direction. In the present example, each bone change part2B2extends from the bone constant part2B1to the corresponding connection part2J while gradually increasing cross-sectional area. Note that the present disclosure is not limited to the present example, but the same effect can be obtained when only some of the bone parts2B included in the skeleton part2satisfy the above-described configuration. Some or all of the bone parts2B included in the skeleton part2may each include a bone change part2B2only at an end part of the bone constant part2B1on one side whereas an end part of the bone constant part2B1on the other side may be directly connected with the corresponding connection part2J, and in this case as well, the same effect can be obtained to some different extent. The cross-sectional area of the bone constant part2B1and the cross-sectional area of the bone change part2B2are the cross-sectional area of a section of the bone constant part2B1and the cross-sectional area of a section of the bone change part2B2, respectively, which are orthogonal to the skeleton line O. In the present specification, “gradually changing (increasing or decreasing)” means constantly smoothly changing (increasing or decreasing) without being constant halfway through the change. In the present example, since each bone part2B included in the porous structural body1is constituted by the bone constant part2B1and the bone change part2B2and the cross-sectional area of the bone change part2B2gradually increases as the position moves from the bone constant part2B1toward the corresponding connection part2J, the bone part2B has a constricted shape tapered toward the bone constant part2B1at a vicinity part of the boundary between the bone constant part2B1and the bone change part2B2. Thus, when external force is applied, the bone part2B is likely to perform buckling deformation at the constricted part and a middle part of the bone constant part2B1, and accordingly, the porous structural body1is likely to perform compressed deformation. As a result, behavior and characteristics equivalent to those of typical poly urethane foam manufactured through the process of foaming by chemical reaction can be obtained. In addition, as a result, the surface of the porous structural body1provides softer touch. Thus, a softer feeling is provided to the seated person when sitting, particularly when starting sitting. Such a soft feeling is typically widely appreciated, and is appreciated by a seated person on a passenger seat of a luxury car (for example, a seated person on a backseat of a chauffeured car). When at least part of the bone part2B includes the bone constant part2B1as in the present example, a ratio A0/A1of cross-sectional area A0(FIG.20(a)) of the bone constant part2B1relative to cross-sectional area A1(FIG.20(a)) of an edge2B21of the bone part2B on any one side (preferably on both sides) preferably satisfies: 0.15≤A0/A1≤2.0 Accordingly, the surface of the porous structural body1can provide touch of appropriate hardness, which is not too soft nor too hard, as characteristics of a cushion member for a passenger seat. Thus, a feeling of appropriate hardness is provided to a seated person when sitting, particularly when starting sitting. The surface of the porous structural body1provides softer touch as the ratio A0/A1is smaller. When the ratio A0/A1is smaller than 0.15, the surface of the porous structural body1potentially provides too soft touch, which is not preferable as characteristics of a cushion member. When the ratio A0/A1is larger than 2.0, the surface of the porous structural body1potentially provides too hard touch, which is not preferable as characteristics of a cushion member. Note that the ratio A0/A1is more preferably equal to or larger than 0.5. More specifically, in the present example, each bone part2B includes the bone constant part2B1and the pair of bone change parts2B2continuous with both sides of the bone constant part2B1, each bone change part2B2extends from the bone constant part2B1to the corresponding connection part2J while gradually increasing cross-sectional area, and the ratio A0/A1is smaller than 1.0. Accordingly, the surface of the porous structural body1can provide relatively soft touch as characteristics of a cushion member for a passenger seat. Such a soft feeling is typically widely appreciated, and is appreciated by a seated person on a passenger seat of a luxury car (for example, a seated person on a backseat of a chauffeured car). Note that each bone part2B included in the skeleton part2may satisfy the above-described configuration, or only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in any case, the same effect can be obtained to some different extent. Note that, unlike the present example, each bone change part2B2may extend from the bone constant part2B1to the corresponding connection part2J while gradually decreasing cross-sectional area. In this case, the bone constant part2B1has a cross-sectional area larger than that of the bone change part2B2(is thicker than the bone change part2B2). Accordingly, the bone constant part2B1is unlikely to deform when external force is applied, and instead, buckling is relatively likely to occur at the bone change part2B2(in particular, a part on the connection part2J side), and thus the porous structural body1is unlikely to perform compressed deformation. Accordingly, the surface of the porous structural body1provides harder touch, and high hardness is obtained as machine characteristics. Thus, a harder feeling is provided to a seated person when sitting, particularly when starting sitting. Such a behavior is not easily obtained with typical poly urethane foam manufactured through the process of foaming by chemical reaction. With such a configuration, a user who prefers a harder feeling can be supported. Such a hard feeling is appreciated by, for example, a seated person on a passenger seat of a sports car that performs abrupt acceleration and deceleration and lane change. The ratio A0/A1is larger than 1.0 when the bone change part2B2extends from the bone constant part2B1to the corresponding connection part2J while gradually decreasing cross-sectional area. Note that each bone part2B included in the skeleton part2may satisfy the above-described configuration, or only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in any case, the same effect can be obtained to some different extent. Alternatively, as in a first modification illustrated with a partially dotted line inFIG.21, each bone part2B may include only the bone constant part2B1with no bone change part2B2. In this case, the cross-sectional area of the bone part2B is constant over its entire length. When external force is applied, the surface of the porous structural body1provides touch of intermediate hardness. With such a configuration, a user who prefers a feeling of intermediate hardness can be supported. The configuration can be applied suitably to a passenger seat of any car type such as a luxury car or a sports car. In this case, the ratio A0/A1is 1.0. Note that each bone part2B included in the skeleton part2may satisfy the above-described configuration, or only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in any case, the same effect can be obtained to some different extent. Returning toFIGS.10to20, the cross-sectional area of the bone constant part2B1of each bone part2B included in the skeleton part2is smaller than those of the bone change part2B2and the corresponding connection part2J in the present example. More specifically, the cross-sectional area of the bone constant part2B1is smaller than the cross-sectional area of any part of each of the bone change part2B2and the connection part2J (except for a boundary part between the bone constant part2B1and the bone change part2B2). In other words, the bone constant part2B1is a part having a smallest cross-sectional area (narrowest) in the skeleton part2. Accordingly, as described above, when external force is applied, the bone constant part2B1is likely to deform, and thus the porous structural body1is likely to perform compressed deformation. Accordingly, the surface of the porous structural body1provides softer touch. Note that the cross-sectional area of each connection part2J is the cross-sectional area of a section orthogonal to the skeleton line O of the connection part2J. Note that the present disclosure is not limited to the present example, but only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. Similarly, in the present example, the width of the bone constant part2B1of each bone part2B included in the skeleton part2is smaller than those of the bone change part2B2and the corresponding connection part2J. More specifically, the width of the bone constant part2B1is smaller than the width of any part (except for the boundary part between the bone constant part2B1and the bone change part2B2) of each of the bone change part2B2and the connection part2J. In other words, the bone constant part2B1is a part having a smallest width (narrowest) in the skeleton part2. Accordingly, when external force is applied, the bone constant part2B1is likely to deform, and thus the surface of the porous structural body1provides softer touch. Note that the widths of the bone constant part2B1, the bone change part2B2, and the connection part2J are measured maximum widths of sections of the bone constant part2B1, the bone change part2B2, and the connection part2J, respectively, which are orthogonal to the skeleton line O. The skeleton line O of the connection part2J is part of the skeleton line O corresponding to the connection part2J. InFIG.20(a), a width W0of the bone constant part2B1and a width W1of the bone change part2B2are indicated for reference. Note that the present disclosure is not limited to the present example, but only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In each above-described example, for simplification of the structure of the porous structural body1and the easiness of manufacturing by a 3D printer, the width W0(FIG.20) of the bone constant part2B1is preferably equal to or larger than 0.05 mm, more preferably equal to or larger than 0.10 mm. Shaping can be performed at the resolution of a 3D printer of high performance when the width W0is equal to or larger than 0.05 mm, and shaping can be performed not only at the resolution of a 3D printer of high performance but also at the resolution of a general-purpose 3D printer when the width W0is equal to or larger than 0.10 mm. However, to improve the accuracy of the outer edge (outer outline) shape of the porous structural body1, reduce the gap (interval) between the cell holes C, and have excellent characteristics as a cushion member, the width W0(FIG.20) of the bone constant part2B1is preferably 0.05 mm to 2.0 mm inclusive. Note that each bone part2B included in the skeleton part2preferably satisfies the above-described configuration, but only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. As illustrated inFIG.20, in the present example, the bone change part2B2of each bone part2B included in the skeleton part2has, as side surfaces, one or a plurality (in the present example, three) of tilted surfaces2B23, each tilted surface2B23is tilted (at a tilt smaller than 90°) relative to the extension direction of the bone change part2B2, and a width W2gradually increases as the position moves from the bone constant part2B1toward the connection part2J. Accordingly, when external force is applied, the bone part2B is likely to perform buckling deformation at the constricted part in the vicinity of the boundary between the bone constant part2B1and the bone change part2B2, and thus the porous structural body1is likely to perform compressed deformation. Accordingly, the surface of the porous structural body1provides softer touch. The extension direction of the bone change part2B2is the extension direction of the central axis (skeleton line O) of the bone change part2B2. The width W2of each tilted surfaces2B23of the bone change part2B2is the width of the tilted surfaces2B23, which is measured along a section orthogonal to the skeleton line O of the bone change part2B2. Note that the present disclosure is not limited to the present example, but only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In each example described in the present specification, the cross-sectional shape of each bone part2B (the bone constant part2B1and/or the bone change part2B2when the bone part2B includes the bone constant part2B1and the bone change part2B2) among all or some (preferably, all) of the bone parts2B included in the skeleton part2is preferably a polygon (preferably, a regular polygon) or a circle. In the present example, the cross-sectional shapes of the bone constant part2B1and the bone change part2B2in each bone part2B included in the skeleton part2are regular triangles. Accordingly, the porous structural body1has a simple structure and thus can be easily shaped by a 3D printer. Moreover, machine characteristics of typical poly urethane foam manufactured through the process of foaming by chemical reaction can be easily reproduced. Furthermore, since each bone part2B has a column shape in this manner, the durability of the porous structural body1can be improved as compared to a case in which the bone part2B is replaced with a thin film part. Note that the cross-sectional shapes of the bone constant part2B1and the bone change part2B2are shape at a section orthogonal to the central axis (skeleton line O) of the bone constant part2B1and a section orthogonal to the central axis (skeleton line O) of the bone change part2B2, respectively. Note that the present disclosure is not limited to the present example, but only some bone parts2B included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In all or some bone parts2B included in the skeleton part2, the cross-sectional shapes of the bone constant part2B1and the bone change part2B2may be each a polygon (such as a triangle other than a regular triangle, or a rectangle) other than a regular triangle or may be a circle (such as an exact circle or an ellipse), and in this case as well, effects same as those of the present example can be obtained. The cross-sectional shapes of the bone constant part2B1and the bone change part2B2may be different from each other. In each example described in the present specification, the ratio (VB×100/VS [%]) of volume VB of the skeleton part2relative to volume VS of the porous structural body1is preferably 3 to 10%. With the above-described configuration, reaction force that occurs to the porous structural body1when external force is applied to the porous structural body1, in other words, the hardness of the porous structural body1is favorable as a cushion member for a passenger seat, particularly as a cushion member used for a car seat. “The volume VS of the porous structural body1” is the entire volume of an internal space surrounded by the outer edge (outer outline) of the porous structural body1(sum of the volume of the skeleton part2, the volume of a film3to be described later when the film3is provided, and the volume of a void space). When the material of the porous structural body1is constant, the porous structural body1is harder as the ratio of the volume VB of the skeleton part2relative to the volume VS of the porous structural body1is higher. The porous structural body1is softer as the ratio of the volume VB of the skeleton part2relative to the volume VS of the porous structural body1is lower. The ratio of the volume VB of the skeleton part2relative to the volume VS of the porous structural body1is more preferably 4 to 8% to obtain reaction force that occurs to the porous structural body1when external force is applied to the porous structural body1, in other words, the hardness of the porous structural body1, which is favorable as a cushion member for a passenger seat. Note that the ratio of the volume VB of the skeleton part2relative to the volume VS of the porous structural body1may be adjusted by using an optional method, for example, a method of adjusting the thicknesses (cross-sectional areas) of some or all bone parts2B included in the skeleton part2and/or the sizes (cross-sectional areas) of some or all connection parts J included in the skeleton part2without changing the dimension of each unit part U of the porous structural body1. In a second modification illustrated inFIG.22as an exemplary method, the ratio of the volume VB of the skeleton part2relative to the volume VS of the porous structural body1is increased by increasing, as illustrated with dotted lines, the thickness (cross-sectional area) of each bone part2B included in the skeleton part2and the size (cross-sectional area) of each connection part J included in the skeleton part2as compared to those of the porous structural body1(example ofFIG.17) illustrated with solid lines. When the porous structural body1is used for a car seat, the 25% hardness of the porous structural body1is preferably 60 to 500 N, more preferably 100 to 450 N. The 25% hardness of the porous structural body1(N) is a measurement value obtained by measuring weight (N) taken for compressing the porous structural body by 25% at 23° C. and the relative humidity of 50% by using an instron compression testing machine. As illustrated inFIGS.10to13, in the present example, the porous structural body1has two kinds of cell holes C, namely, the first cell hole C1and a second cell hole C2having a diameter smaller than that of the first cell hole C1. In the present example, each cell hole C (the first cell hole C1or the second cell hole C2) has a substantially polyhedral shape. More specifically, in the present example, the first cell hole C1has a substantially Kelvin's tetradecahedral (truncated octahedral) shape. A Kelvin's tetradecahedron (truncated octahedron) is a polyhedron constituted by six square constituent faces and eight regular hexagonal constituent faces. In the present example, the second cell hole C2has a substantially octahedral shape. However, in the illustrated example, since each bone part2B includes not only the bone constant part2B1but also the bone change parts2B2on both sides thereof, the shapes of the first cell hole C1and the second cell hole C2are each not a mathematical (complete) Kelvin's tetradecahedron or octahedron. Schematically, the cell holes C included in the porous structural body1are regularly arrayed to spatially fill the internal space surrounded by the outer edge (outer outline) of the porous structural body1(to reduce each gap (interval) among the cell holes C). Each second cell hole C2is disposed to fill a small gap (interval) among first cell holes C1. However, in the present example, as understood fromFIGS.13and18, in particular, part of each second cell hole C2is positioned inside a first cell hole C1, in other words, the first cell hole C1and the second cell hole C2partially overlap with each other. When some or all (in the present example, all) cell holes C of the porous structural body1have substantially polyhedral shapes as in the present example, each gap (interval) among cell holes C included in the porous structural body1is further reduced, and a larger number of cell holes C can be formed inside the porous structural body1. With this configuration, the behavior of compressing and restoring deformation of the porous structural body1in accordance with application and cancellation of external force is more favorable as a cushion member for a passenger seat. The polyhedron shape of each cell hole C is not limited to the present example but may be optional. For example, a configuration in which each first cell hole C1has a substantially tetrahedral, substantially octahedral, or substantially dodecahedral shape is preferable to reduce each gap (interval) among cell holes C. Alternatively, the shapes of some or all cell holes C of the porous structural body1may be each a stereoscopic shape (for example, a sphere, an ellipsoid, or a cylinder) other than a substantially polyhedral shape. The porous structural body1may have only cell holes C of one kind (for example, only the first cell holes C1) or may include cell holes C of three or more kinds. Note that when the shape of each first cell hole C1is substantially Kelvin's tetradecahedral (truncated octahedral) as in the present example, cushion-member characteristics equivalent to those of typical poly urethane foam manufactured through the process of foaming by chemical reaction can be most easily reproduced as compared to another shape. In the present example, each first cell hole C1is constituted by eight unit parts U, two being arrayed in each of the X, Y, and Z directions. Each unit part U serves as parts of a plurality of first cell holes C1. Two second cell holes C2are disposed for each unit part U. However, the present disclosure is not limited to the present example, but each cell hole C of the porous structural body1may be constituted by an optional number of unit parts U, and each unit part U may be included in an optional number of cell holes C. As illustrated inFIGS.10to13, in the present example, the skeleton part2includes a plurality of first cell defining parts21that each define the corresponding first cell hole C1inside (in the number of first cell holes C1). As illustrated inFIGS.10,11,14, and16to19, each first cell defining part21includes a plurality (in the present example, 14) first annular parts211. Each first annular part211has an annular shape, and an annular inner periphery side edge part2111thereof defines a first virtual surface V1that is flat. The first virtual surface V1is a virtual plane (in other words, a virtual closed plane) defined by the inner periphery side edge part2111of the first annular part211. The plurality of first annular parts211included in each first cell defining part21are coupled with each other so that the first virtual surfaces V1defined by the respective inner periphery side edge parts2111thereof do not intersect with each other. Each first cell hole C1is defined by the plurality of first annular parts211included in the first cell defining part21, and the plurality of first virtual surfaces V1defined by the plurality of respective first annular parts211. Schematically, each first annular part211is a part that defines a side of the stereoscopic shape of the first cell hole C1, and each first virtual surface V1is a part that defines a constituent face of the stereoscopic shape of the first cell hole C1. Each first annular part211is constituted by a plurality of bone parts2B and a plurality of connection parts2J connecting the end parts2Be of the plurality of bone parts2B. A coupling portion of each pair of first annular parts211coupled with each other is constituted by one bone part2B and a pair of connection parts2J at both sides thereof, which are shared by the pair of first annular parts211. In the example of each drawing, each first annular part211is shared by a pair of first cell defining parts21adjacent to the first annular part211(in other words, a pair of first cell defining parts21sandwiching the first annular part211therebetween). In other words, each first annular part211serves as parts of a pair of first cell defining parts21adjacent to the first annular part211. Accordingly, each gap (interval) among first cell holes C1(that is, a material part of the skeleton part2between the first cell holes C1) can be reduced as compared to a case in which each first annular part211is not shared by a pair of first cell defining parts21adjacent to the first annular part211(in other words, a pair of first cell defining parts21sandwiching the first annular part211therebetween), in other words, the pair of first cell defining parts21are formed independently from each other and the first annular parts211are formed adjacent to each other or separately from each other or a case in which a rib or the like is interposed between the first annular parts211, and thus characteristics of the porous structural body1as a cushion member (particularly, a seat pad, and more particularly, a car seat pad) can be improved. Accordingly, the porous structural body1having a cushioning characteristic can be easily manufactured by a 3D printer. Note that each first annular part211included in the skeleton part2preferably satisfies the above-described configuration, but only some first annular parts211included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. For the same reason, in each example described in the present specification, the skeleton lines O of each pair of first cell defining parts21adjacent to each other preferably match each other in a first annular part211shared by the pair of first cell defining parts21. In the example of each drawing, a surface of each first virtual surface V1(front surface of the first virtual surface V1) on one side defines part of a first cell hole C1, and a surface of the first virtual surface V1(back surface of the first virtual surface V1) on the other side defines part of another first cell hole C1. In other words, the front and back surfaces of each first virtual surface V1define parts of first cell holes C1different from each other. In other words, each first virtual surface V1is shared by a pair of first cell holes C1adjacent to the first virtual surface V1(in other words, a pair of first cell holes C1sandwiching the first virtual surface V1therebetween). Accordingly, each gap (interval) among first cell holes C1can be reduced as compared to a case in which each first virtual surface V1is not shared by a pair of first cell holes C1adjacent to the first virtual surface V1(in other words, a pair of first cell holes C1sandwiching the first virtual surface V1therebetween), in other words, the first virtual surfaces V1of the pair of first cell holes C1are separated from each other, and thus the cushion-member characteristics of the porous structural body1can be improved. Note that each first virtual surface V1included in the skeleton part2preferably satisfies the above-described configuration, but only some first virtual surfaces V1included in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In each example described in the present specification, as in the example of each drawing, the skeleton line O of each first annular part211shared by a pair of first cell defining parts21adjacent to each other is preferably continuous with the skeleton lines O of the pair of first cell defining parts21at parts adjacent to the shared first annular part211. With this configuration, the cushion-member characteristics of the porous structural body are more favorable. For the same reason, in each example described in the present specification, as in the example of each drawing, the skeleton lines O of each pair of first cell defining parts21adjacent to each other are preferably match each other in a first annular part211shared by the pair of first cell defining parts21. In addition, for the same reason, in each example described in the present specification, as in the example of each drawing, the cross-sectional area (for example, the cross-sectional area of the bone constant part2B1) of each bone part2B included in a first annular part211shared by each pair of first cell defining parts21adjacent to each other is preferably same as the cross-sectional area (for example, the cross-sectional area of the bone constant part2B1) of each bone part2B included in part of each first cell defining part21, which is adjacent to the shared first annular part211. Note that all first annular parts211each shared by a pair of first cell defining parts21adjacent to each other in the skeleton part2preferably satisfy the above-described configuration, but only some first annular parts211each shared by a pair of first cell defining parts21adjacent to each other in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In each example described in the present specification, as in the example of each drawing, the skeleton line O of the coupling portion of each pair of first annular parts211coupled with each other is preferably continuous with the skeleton line O of part of each first annular part211, which is adjacent to the coupling portion. With this configuration, the cushion-member characteristics of the porous structural body1are more favorable. For the same reason, in each example described in the present specification, as in the example of each drawing, the skeleton lines O of each pair of first annular parts211coupled with each other are preferably match each other in the coupling portion of the pair of first annular parts211. In addition, for the same reason, in each example described in the present specification, as in the example of each drawing, the cross-sectional area (for example, the cross-sectional area of the bone constant part2B1) of each bone part2B included in the coupling portion of each pair of first annular parts211coupled with each other is preferably same as the cross-sectional area (for example, the cross-sectional area of the bone constant part2B1) of each bone part2B included in part of each first annular part211, which is adjacent to the coupling portion. Note that the coupling portions of all pairs of first annular parts211coupled with each other in the skeleton part2preferably satisfy the above-described configuration, but only the coupling portions of some pairs of first annular parts211coupled with each other in the skeleton part2may satisfy the above-described configuration, and in this case as well, the same effect can be obtained to some different extent. In the present example, each first virtual surface V1is not covered with a film but is opened, in other words, has an opening. Thus, cell holes C are communicated with each other through the first virtual surface V1to allow ventilation between the cell holes C. Accordingly, the breathability of the porous structural body1is improved, and compressing and restoring deformation of the porous structural body1in accordance with application and cancellation of external force can be easily performed. As illustrated inFIGS.10,11,14, and16to19, in the present example, the plurality (in the present example, 14) first annular parts211included in each first cell defining part21each include one or a plurality (in the present example, six) of first small annular parts211S and one or a plurality (in the present example, eight) of first large annular parts211L. The annular inner periphery side edge part2111of each first small annular part211S defines a first small virtual surface V1S that is flat. The annular inner periphery side edge part2111of each first large annular part211L defines a first large virtual surface V1L that is flat and has an area larger than that of the first small virtual surface V1S. The first small virtual surface V1S and the first large virtual surface V1L are each a virtual plane (in other words, a virtual closed plane). FIGS.16and18illustrate the skeleton line O of part of each unit part U, which serves as a first cell defining part21. As understood fromFIGS.16and18, in the present example, the skeleton line O of each first large annular part211L has a regular hexagonal shape, and accordingly, the corresponding first large virtual surface V1L substantially has a regular hexagonal shape. In the present example, the skeleton line O of each first small annular part211S has a square shape, and accordingly, the corresponding first small virtual surface V1S substantially has a square shape. In this manner, in the present example, the first small virtual surface V1S and the first large virtual surface V1L are different from each other not only in area but also in shape. Each first large annular part211L is constituted by a plurality (in the present example, six) of bone parts2B and a plurality (in the present example, six) of connection parts2J connecting the end parts2Be of the plurality of bone parts2B. Each first small annular part211S is constituted by a plurality (in the present example, four) of bone parts2B and a plurality (in the present example, four) of connection parts2J connecting the end parts2Be of the plurality of bone parts2B. In the example of each drawing, the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2each have a Kelvin's tetradecahedral (truncated octahedral) shape. As described above, a Kelvin's tetradecahedron (truncated octahedron) is a polyhedron constituted by six square constituent faces and eight regular hexagonal constituent faces. Accordingly, the first cell hole C1defined by each first cell defining part21substantially has a Kelvin's tetradecahedral shape. In each illustrated example, since each bone part2B includes not only the bone constant part2B1but also the bone change parts2B2at both sides thereof, the shape of the first cell hole C1is not a mathematical (complete) Kelvin's tetradecahedral shape. The skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2are continuous with each other to achieve spatial filling. In other words, there is no gap between the skeleton lines O of the plurality of first cell defining parts21. In this manner, in the example of each drawing, since the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2each have a polyhedral shape (in each illustrated example, a Kelvin's tetradecahedral shape), and accordingly, each first cell hole C1has a substantially polyhedral shape (in each illustrated example, a substantially Kelvin's tetradecahedral shape), each gap (interval) among cell holes C included in the porous structural body1can be further reduced, and a larger number of cell holes C can be formed inside the porous structural body1. Moreover, with this configuration, the behavior of compressing and restoring deformation of the porous structural body1in accordance with application and cancellation of external force is more favorable as a cushion member, particularly as a seating cushion member. Note that each gap (interval) among cell holes C corresponds to a material part (bone part2B or connection part2J) of the skeleton part2that defines the cell holes C. In the example of each drawing, since the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2are continuous with each other to achieve spatial filling, each gap (interval) among first cell holes C1included in the porous structural body1can be further reduced. Thus, the cushion-member characteristics of the porous structural body can be improved. The polyhedral shape of the skeleton line O of each first cell defining part21(that is, the substantially polyhedral shape of each first cell hole C1) is not limited to the example of each drawing but may be optional. For example, the polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2(that is, the substantially polyhedral shape of each first cell hole C1) preferably allows spatial filling (disposition without gaps). Accordingly, the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2can be continuous with each other to achieve spatial filling, and thus the cushion-member characteristics of the porous structural body can be improved. In this case, the polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2(that is, the substantially polyhedral shape of each first cell hole C1) may include only a polyhedral shape of one kind as in the example of each drawing or may include polyhedral shapes of a plurality of kinds. The “kind” of a polyhedral shape is a shape (the number and shapes of constituent faces), and specifically, two polyhedral shapes having different shapes (the number and shapes of constituent faces) are treated as polyhedral shapes of two kinds, and two polyhedral shapes having the same shape but having different dimensions are treated as polyhedral shapes of the same kind. Examples of the polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2, which allows spatial filling and has only a polyhedral shape of one kind include a Kelvin's tetradecahedron as well as a regular triangular prism, a regular hexagonal prism, a cube, a rectangular parallelepiped, and a rhombic dodecahedron. Note that, when the shape of the skeleton line O of each first cell defining part21is a Kelvin's tetradecahedral (truncated octahedral) shape as in the example of each drawing, cushion-member characteristics equivalent to those of typical poly urethane foam manufactured through the process of foaming by chemical reaction can be most easily reproduced as compared to any other shape. In addition, when the shape of the skeleton line O of each first cell defining part21is a Kelvin's tetradecahedral (truncated octahedral) shape, the same machine characteristics can be obtained in the X, Y, and Z directions. Examples of the polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2, which allows spatial filling and includes polyhedral shapes of a plurality of kinds include a combination of a regular tetrahedron and a regular octahedron, a combination of a regular tetrahedron and a truncated tetrahedron, and a combination of a regular octahedron and a truncated hexahedron. Note that these are exemplary combinations of polyhedral shapes of two kinds but combinations of polyhedral shapes of three or more kinds are possible as well. The polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2(that is, the substantially polyhedral shape of each first cell hole C1) may be, for example, an optional regular polyhedron (convex polyhedron in which all surfaces are congruent regular polygons and the number of contacting surfaces is equal at all apexes), a semiregular polyhedron (convex polyhedron in which all surfaces are regular polygons and all apex shapes are congruent (the kinds and order of regular polygons are same at all apexes) except for a regular polyhedron), a prism, or a polygonal pyramid. The skeleton lines O of some or all of the plurality of first cell defining parts21included in the skeleton part2may each have a stereoscopic shape (for example, a sphere, an ellipsoid, or a cylinder) other than a polyhedral shape. Thus, some or all of the plurality of first cell holes C1included in the skeleton part2may each have a substantially stereoscopic shape (for example, a substantial sphere, a substantial ellipsoid, or a substantial cylinder) other than a substantially polyhedral shape. Since the plurality of first annular parts211included in the first cell defining part21include the first small annular part211S and the first large annular part211L having different sizes, each gap (interval) among first cell holes C1included in the porous structural body1can be further reduced. Moreover, when the shapes of the first small annular part211S and the first large annular part211L are different from each other as in the present example, each gap (interval) among first cell holes C1included in the porous structural body1can be further reduced. However, the plurality of first annular parts211included in the first cell defining part21may have the same size and/or shape. When the first annular parts211included in each first cell defining part21have the same size and shape, the same machine characteristics can be obtained in the X, Y, and Z directions. When some or all (in the present example, all) first virtual surfaces V1included in the first cell defining part21have substantially polygonal shapes as in the present example, the interval among cell holes C included in the porous structural body1can be further reduced. Moreover, the behavior of compressing and restoring deformation of the porous structural body1in accordance with application and cancellation of external force is more favorable as a cushion member for a passenger seat. Furthermore, since the shape of each first virtual surface V1is simple, manufacturability and characteristic adjustment easiness can be improved. Note that the same effect can be obtained to some different extent when at least one first virtual surface V1included in the porous structural body1satisfies the above-described configuration. Note that at least one first virtual surface V1included in the porous structural body1may have an optional substantially polygonal shape other than a substantially regular hexagonal shape and a substantially square shape as in the present example or have a planar shape (for example, a circle (such as an exact circle or an ellipse)) other than a substantially polygonal shape. When the shape of each first virtual surface V1is a circle (such as an exact circle, or an ellipse), the shape of each first virtual surface V1is simple and thus manufacturability and characteristic adjustment easiness can be improved, and more homogenous machine characteristics can be obtained. For example, when the shape of each first virtual surface V1is an ellipse (horizontally long ellipse) that is long in a direction substantially orthogonal to the direction of weight application, the first annular part211that defines the first virtual surface V1, that is, the porous structural body1easily deforms (is soft) in response to weight input as compared to a case in which the shape of the first virtual surface V1is an ellipse (vertically long ellipse) that is long in a direction substantially parallel to the direction of weight application. In each example described in the present specification, as in the example of each drawing, at least one (in each illustrated example, three) bone part2B of the first large annular part211L of each first cell defining part21is preferably shared by the first small annular part211S of another first cell defining part21adjacent to the first cell defining part21. With this configuration, the cushion-member characteristics of the porous structural body1can be improved. As illustrated inFIGS.10to13, in the present example, the skeleton part2includes a plurality of second cell defining parts22(in the number of second cell holes C2) that each define a second cell hole C2inside. As illustrated inFIGS.10and11and14to19(FIG.15, in particular), each second cell defining part22includes a plurality (in the present example, two) of second annular parts222. Each second annular part222has an annular shape, and an annular inner periphery side edge part2221thereof defines a second virtual surface V2that is flat. The second virtual surface V2is a virtual plane (in other words, a virtual closed plane) defined by the inner periphery side edge part2221of the second annular part222. The second annular parts222included in the second cell defining part22are coupled with each other so that the second virtual surfaces V2defined by the respective inner periphery side edge parts2221intersect with (in the present example, are orthogonal to) each other. Each second cell hole C2is defined by the inner periphery side edge parts2221of the respective second annular parts included in the corresponding second cell defining part22and by virtual surfaces coupling the inner periphery side edge parts2221. FIG.15illustrates the skeleton line O of part of each unit part U, which serves as a second cell defining part22. As understood fromFIG.15, in the present example, the skeleton line O of each second annular part222included in the second cell defining part22has a square shape, and accordingly, the corresponding second virtual surface V2has a substantially square shape. In the example of each drawing, the skeleton lines O of the plurality of second cell defining parts22included in the skeleton part2each have a regular octahedral shape. A regular octahedron is a polyhedron constituted by eight regular triangular constituent faces. However, in these examples, the skeleton line O of each second cell defining part22has only some sides of the polyhedral (regular octahedral) shape of the skeleton line O. Accordingly, the second cell hole C2defined by each second cell defining part22has a substantially regular octahedral shape. In each illustrated example, since each bone part2B includes not only the bone constant part2B1but also the bone change parts2B2at both sides thereof, the shape of the second cell hole C2is not a mathematical (complete) regular octahedral shape. In the example of each drawing, part of each second cell hole C2is positioned inside a pair of first cell holes C1adjacent to the second cell hole C2(in other words, sandwiching the second cell hole C2therebetween), in other words, the second cell hole C2partially overlaps with the pair of first cell holes C1. Accordingly, the total number of cell holes C included in the porous structural body1can be increased as compared to a case in which each first cell hole C1and the second cell hole C2do not overlap with each other, and thus the cushion-member characteristics of the porous structural body1can be improved. However, each first cell hole C1and the second cell hole C2may be disposed not to overlap with each other. In the present example, each second annular part222is constituted by a plurality (in the present example, four) of bone parts2B, and a plurality (in the present example, four) of connection parts2J connecting the end parts2Be of the plurality of bone parts2B. In the present example, each coupling portion of second annular parts222included in each second cell defining part22is constituted by two connection parts J shared by the second annular parts222. In the present example, the second virtual surfaces V2included in each second cell defining part22have the same shape and area. When the porous structural body1includes the second cell defining part22as in the example of each drawing, the diameter of the second cell hole C2is preferably smaller than the diameter of the first cell hole C1. Accordingly, cushion-member characteristics equivalent to those of typical poly urethane foam manufactured through the process of foaming by chemical reaction can be easily reproduced. However, the diameter of the second cell hole C2may be equal to or larger than the diameter of the first cell hole C1. When the porous structural body1includes the second cell defining part22as in the example of each drawing, the polyhedral shape of the skeleton line O of the second cell defining part22(that is, the substantially polyhedral shape of the second cell hole C2) is not limited to the example of each drawing but may be optional. For example, the polyhedron shape of each of the skeleton lines O of the plurality of second cell defining parts22included in the skeleton part2is preferably different from the polyhedral shape of each of the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2. For example, when the skeleton lines O of the plurality of first cell defining parts21included in the skeleton part2each have a Kelvin's tetradecahedral shape as in the example of each drawing, the skeleton lines O of the plurality of second cell defining parts22included in the skeleton part2each preferably have a polyhedron shape (in each illustrated example, a regular octahedral shape) other than a Kelvin's tetradecahedral shape. The polyhedron shape of each of the skeleton lines O of the plurality of second cell defining parts22included in the skeleton part2(that is, the substantially polyhedral shape of each second cell hole C2) maybe, for example, an optional regular polyhedron (regular polygon in which all surfaces are congruent and convex polyhedron the number of contacting surfaces is equal at all apexes), semiregular polyhedron (convex polyhedron in which all surfaces are regular polygons and all apex shapes are congruent (the kinds and order of regular polygons are same at all apexes) except for a regular polyhedron), a prism, or a polygonal pyramid. The skeleton lines O of some or all of the plurality of second cell defining parts22included in the skeleton part2may each have a stereoscopic shape (for example, a sphere, an ellipsoid, or a cylinder) other than a polyhedral shape. Accordingly, some or all of the plurality of second cell holes C2included in the skeleton part2may each have a substantially stereoscopic shape (for example, a substantial sphere, a substantial ellipsoid, or a substantial cylinder) other than a substantially polyhedral shape. Note that the shape of each second virtual surface V2included in each second cell defining part22is not limited to the present example but may be an optional substantially polygonal shape other than a substantial square or have a planar shape (for example, a circle (such as an exact circle, or an ellipse)) other than a substantially polygonal shape. When the shape of each second virtual surface V2is a substantially polygonal shape or a circle (such as an exact circle, or an ellipse), the shape of the second virtual surface V2is simple, and thus manufacturability and characteristic adjustment easiness can be improved. For example, when the shape of each second virtual surface V2is an ellipse (horizontally long ellipse) that is long in a direction substantially orthogonal to the direction of weight application, the second annular part222that defines the second virtual surface V2, that is, the porous structural body1easily deforms (is soft) in response to weight input as compared to a case in which the shape of the second virtual surface V2is an ellipse (vertically long ellipse) that is long in a direction substantially parallel to the direction of weight application. As illustrated inFIGS.15and18, in the present example, one of the two second annular parts222included in each second cell defining part22also serves as a first annular part211(more specifically, first small annular part211S). However, in these examples, only some of the plurality of first small annular parts211S included in each first cell defining part21also serve as a second annular part222. In the present example, each second virtual surface V2is not covered with a film but is opened, in other words, has an opening. Thus, cell holes C (in particular, a first cell hole C1and a second cell hole C2) are communicated with each other through the second virtual surface V2to allow ventilation between the cell holes C. Accordingly, the breathability of the porous structural body1can be improved, and compressing and restoring deformation of the porous structural body1in accordance with application and cancellation of external force can be easily performed. However, the porous structural body1may include only a first cell defining part21but no second cell defining part22. In the present example, the porous structural body1preferably has at least one cell hole C having a diameter of 5 mm or larger. Accordingly, the porous structural body1can be easily manufactured by using a 3D printer. When the diameter of each cell hole C of the porous structural body1is smaller than 5 mm, the structure of the porous structural body1is potentially too complicated so that it is difficult to generate, on a computer, three-dimensional shape data (such as CAD data) representing the three-dimensional shape of the porous structural body1or 3D shaping data generated based on the three-dimensional shape data. Note that since a conventional porous structural body having a cushioning characteristic is manufactured through the process of foaming by chemical reaction as described above, it has been not easy to form a cell hole C having a diameter of 5 mm or larger. However, cushion-member characteristics equivalent to conventional characteristics can be obtained even when a porous structural body includes a cell hole C having a diameter of 5 mm or larger. Since the porous structural body includes a cell hole C having a diameter of 5 mm or larger, the porous structural body can be easily manufactured by a 3D printer. In addition, since the porous structural body1includes a cell hole C having a diameter of 5 mm or larger, the breathability of the porous structural body1and deformation easiness can be easily improved. As the diameter of each cell hole C increases, the porous structural body1can be more easily manufactured by using a 3D printer and the breathability and deformation easiness can be more easily improved. For this reason, the diameter of at least one cell hole C in the porous structural body1is preferably 8 mm or larger, more preferably 10 mm or larger. However, when each cell hole C in the porous structural body1is too large, it is difficult to cleanly (smoothly) form the outer edge (outer outline) shape of the porous structural body1, which potentially leads to decreased shaping accuracy and degraded appearance. In addition, the cushion-member characteristics are potentially not sufficiently favorable. Thus, to improve the appearance and cushion-member characteristics, the diameter of each cell hole C in the porous structural body1is preferably 30 mm or smaller, more preferably 25 mm or smaller, further more preferably 20 mm or smaller. Note that each above-described effect is more likely to be obtained as the porous structural body1includes a larger number of cell holes C satisfying any above-described diameter numerical range. For this reason, at least the diameter of each first cell hole C1among the plurality of cell holes C included in the porous structural body1preferably satisfies at least one above-described numerical range. The diameter of each cell hole C (first cell hole C1or second cell hole C2) included in the porous structural body1more preferably satisfies at least one above-described numerical range. Similarly, the average diameter of each cell hole C (first cell hole C1or second cell hole C2) included in the porous structural body1more preferably satisfies at least one above-described numerical range. Note that the diameter of each cell hole C is the diameter of a circumscribed sphere of the cell hole C when the cell hole C has a shape different from a rigorous spherical shape as in the present example. When each cell hole C in the porous structural body1is too small, it is difficult to manufacture the porous structural body1by using a 3D printer. To facilitate manufacturing of the porous structural body1by using a 3D printer, the diameter of a cell hole C (in the present example, second cell hole C2) included in the porous structural body1and having a minimum diameter is preferably 0.05 mm or larger, more preferably 0.10 mm or larger. Shaping can be performed at the resolution of a 3D printer of high performance when the diameter of a cell hole C (in the present example, second cell hole C2) having a minimum diameter is 0.05 mm or larger, and shaping can be performed not only at the resolution of a 3D printer of high performance but also at the resolution of a general-purpose 3D printer when the diameter is 0.10 mm or larger. As in a third modification illustrated inFIG.23, at least one first virtual surface V1included in the porous structural body1may be covered with the film3. The film3is made of a material same as that of the skeleton part2and integrated with the skeleton part2. The film3prevents communication between two first cell holes C1sandwiching the first virtual surface V1therebetween, and accordingly, the breathability of the porous structural body1as a whole degrades. The breathability of the porous structural body1as a whole can be adjusted by adjusting the number of first virtual surfaces V1included in the porous structural body1and covered with the film3, and various breathability levels can be achieved in accordance with a request. For example, when the porous structural body1is used for a car seat, the performance of an in-vehicle air conditioner, anti-stuffiness, and ride comfort can be increased by adjusting the breathability of the porous structural body1. To increase the performance of an in-vehicle air conditioner, anti-stuffiness, and ride comfort when the porous structural body1is used for a car seat, it is not preferable that all first virtual surfaces V1included in the porous structural body1are covered with the film3, in other words, it is preferable that at least one first virtual surface V1included in the porous structural body1is not covered with the film3but is opened. To increase the performance of an in-vehicle air conditioner, anti-stuffiness, and ride comfort when the porous structural body1is used for a car seat, the breathability of the porous structural body1is preferably 100 to 700 cc/cm2/sec, more preferably 150 to 650 cc/cm2/sec, further more preferably 200 to 600 cc/cm2/sec. The breathability (cc/cm2/sec) of the porous structural body1is measured in accordance with JIS K 6400-7. When the porous structural body1is used for a car seat, the resonance magnification of the porous structural body1is preferably equal to or larger than three and smaller than eight, more preferably equal three to five inclusive. Note that since a conventional porous structural body has been manufactured through the process of foaming by chemical reaction as described above, it has been difficult to form, at desired positions, a desired number of films for communication holes through which cells are communicated. When the porous structural body1is manufactured by a 3D printer as in the present example, information of the film3is included in advance in 3D shaping data to be read by the 3D printer, and thus a desired number of films3can be reliably formed at desired positions. For the same reason, at least one first small virtual surface V1S included in the porous structural body1may be covered with the film3. In addition or alternatively, at least one first large virtual surface V1L included in the porous structural body1may be covered with the film3. [Modification of Passenger Seat] Subsequently, a modification of the passenger seat300that can include the cushion member301according to an optional embodiment of the present disclosure will be described below with reference toFIG.24. The passenger seat300inFIG.24may be configured as a passenger seat of an optional kind, and for example, is preferably configured as a vehicle seat, more preferably configured as a car seat. In an example ofFIG.24, the passenger seat300includes a frame303and a seat pad304attached to the frame303. The frame303is preferably made of, for example, metal or resin. The seat pad304includes the cushion pad310on which a seated person sits, the back pad320for supporting the back of the seated person, and the head rest340for supporting the head of the seated person. In the present example, the cushion pad310is the above-described seat-cushion cushion member301C. In the present example, the back pad320is the above-described seat-back cushion member301B. The cushion pad310includes the main pad311formed to support the hip region and the femoral region of the seated person from below, and the pair of side pads312positioned on the right and left sides of the main pad311and formed to support the hip region and the femoral region of the seated person from the right and left sides. The main pad311includes an under-hip portion311hformed to support the hip region of the seated person from below, and a femoral region-placed part311tformed to support the femoral region of the seated person from below. In the example ofFIG.24, the main pad311and each side pad312are separated from each other and each formed of a different cushion member301. However, an optional part or whole of the main pad311and an optional part or whole of each side pad312may be integrated with each other. In the example ofFIG.24, the under-hip portion311hand the femoral region-placed part311tare separated from each other and each formed of a different (separate) cushion member301. However, a part or whole of the under-hip portion311hand a part or whole of the femoral region-placed part311tmay be integrated with each other. In the example ofFIG.24, the femoral region-placed part311tis divided into two in the right-left direction, in other words, provided as a pair of right and left femoral region-placed parts311t, and the pair of femoral region-placed parts311tare each formed of a different cushion member301. However, the femoral region-placed part311tmay be entirely integrally formed. The back pad320includes the main pad321formed to support the back of the seated person from the back side, and the pair of side pads322positioned on the right and left sides of the main pad321and formed to support the back of the seated person from the right and left sides. In the example ofFIG.24, the main pad321and each side pad322are separated from each other and each formed of a different cushion member301. However, an optional part or whole of the main pad321and an optional part or whole of each side pad322may be integrated with each other. In the example ofFIG.24, the main pad321is divided into two in the up-down direction, in other words, provided as a pair of upper and lower main pads321, and the pair of main pads321are each formed of a different cushion member301. However, the main pad321may be entirely integrally formed. The back pad320is separated from the cushion pad310in the example ofFIG.24, but an optional part or all of the back pad320may be integrated with an optional part or whole of the cushion pad310. The head rest340includes a main pad341formed to support the head of the seated person from the back side, and a pair of side pads342positioned on the right and left sides of the main pad341and formed to support the head of the seated person from the right and left sides. In the example ofFIG.24, the main pad341and each side pad342are separated from each other, and specifically, each formed of a different cushion member301. However, an optional part or whole of the main pad341and an optional part or whole of each side pad342may be integrated with each other. The head rest340may include no side pads342. In the example ofFIG.24, the main pad341of the head rest340is integrated with part of the main pad321of the back pad320(specifically, the upper main pad321among the pair of upper and lower main pads321). However, an optional part or all of the head rest340may be integrated with an optional part or whole of the back pad320or may be separated from the back pad320. The seat pad304may include no head rest340. As described above, the seat pad304inFIG.24is constituted by a plurality of components separated from one another, and each component is formed of a different cushion member301. However, the seat pad304may be entirely integrally formed and constituted by one component, and thus may be entirely formed of one cushion member301. Note that, for convenience of description, a component included in the seat pad304is simply referred to as “the seat pad304” in some cases below. In the example ofFIG.24, the cushion member301includes the surface FS on the seated person side, which receives weight from the user (seated person), the side surface SS continuous with the surface FS on the seated person side, and the back surface BS continuous with the side surface SS and facing a side opposite to the surface FS on the seated person side. When the cushion member301is used for the seat pad (in particular, car seat pad)304as in the example ofFIG.24, the surface FS on the seated person side, the side surface SS, and the back surface BS of the cushion member301serve as the surface FS on the seated person side, the side surface SS, and the back surface BS of the seat pad304, respectively. In the example ofFIG.24, the back surface BS of the seat pad304(that is, the cushion member301) is fixed to the frame303. The back surface BS of the seat pad304(that is, the cushion member301) may be detachably fixed to the frame303through a hook-and-loop fastener or the like. Alternatively, the back surface BS of the seat pad304(that is, the cushion member301) may be undetachably fixed to the frame303through adhesive or the like. Alternatively, when the back surface BS side of the cushion member301(that is, the seat pad304) is fixed to the frame303as in the example ofFIG.24, the frame303may include an filling part303aand the cushion member301may include an filling part301aconfigured to fit the filling part303aof the frame303as in an example illustrated inFIG.29. In this case, in the passenger seat300, the cushion member301is preferably fixed to the frame303through filling of the filling part303aof the frame303and the filling part301aof the cushion member301. Accordingly, the accuracy of the fixation position of the cushion member301can be improved, and the cushion member301can be fixed only by pushing the filling part301aof the cushion member301into the filling part303aof the frame303, which can reduce fixation work. In this case, for example, the filling part303aof the frame303may be a concave part3030and the filling part301aof the cushion member301may be a convex part3010as in the example ofFIG.29, or the filling part303aof the frame303may be the convex part3010and the filling part301aof the cushion member301may be the concave part3030. The concave part3030may be a bottomed concave part (in other words, recessed part) as in the example ofFIG.29, or may be a bottomless concave part (in other words, through-hole). The filling part303aof the frame303and the filling part301aof the cushion member301are preferably wedged to each other. The “wedging” of the filling part303aof the frame303and the filling part301aof the cushion member301means that, once fitted, the filling part303aof the frame303and the filling part301aof the cushion member301are each unlikely to be removed from the other. For this reason, as in the example ofFIG.29, the convex part3010preferably includes a narrow part3010c, and a thick part3010dpositioned further on the leading end side of the convex part3010than the narrow part3010cand having a cross-sectional area T2larger than a cross-sectional area T1of the narrow part3010c. The concave part3030preferably includes a narrow part3030c, and a thick part3030dpositioned further on the back side of the concave part3030than the narrow part3030cand having a cross-sectional area Q2larger than a cross-sectional area Q1of the narrow part3030c. The thick part3010dof the convex part3010can enter inside the thick part3010dof the concave part3030, and the cross-sectional area T2of the thick part3010dof the convex part3010is preferably larger than the cross-sectional area Q1of the narrow part3030cof the concave part3030and smaller than the cross-sectional area Q2of the thick part3030dof the concave part3030. With this configuration, during insertion into the concave part3030, the convex part3010passes through the narrow part3030cof the concave part3030while being compressed, and then restores after inserted into the thick part3030dof the concave part3030and engages with the thick part3030d, and accordingly, the convex part3010becomes unlikely to be removed from the concave part3030. In this manner, the wedging is achieved. Note that the cross-sectional area T1of the narrow part3010cof the convex part3010is preferably smaller than the cross-sectional area Q1of the narrow part3030cof the concave part3030. “The cross-sectional area (T1, Q1) of the narrow part (3010c,3030c)” is the cross-sectional area at part of the narrow part (3010c,3030c) where the cross-sectional area is minimum. “The cross-sectional area (T2, Q2) of the thick part (3010d,3030d)” is the cross-sectional area at part of the thick part (3010d,3030d) where the cross-sectional area is maximum. As for the convex part (3010), “the cross-sectional area (T1) of the narrow part (3010c)” and “the cross-sectional area (T2) of the thick part (3010d)” are each cross-sectional area on a plane orthogonal to a direction (axial direction) AD parallel to the central axis of the convex part (3010). As for the concave part (3030), “the cross-sectional area (Q1) of the narrow part (3030c)” and “the cross-sectional area (Q2) of the thick part (3030d)” are each cross-sectional area on a plane orthogonal to a direction (axial direction) AD parallel to the central axis of the concave part (3030). To improve the accuracy of the fixation position of the cushion member301, the number of filling parts301aof the cushion member301is preferably two or larger, more preferably four or larger. To reduce fixation work of the cushion member301, the number of filling parts301aof the cushion member301is preferably 20 or smaller, more preferably 10 or smaller. In the example ofFIG.24, the passenger seat300includes no top skin covering the seat pad304(that is, the cushion member301). Thus, the surface FS on the seated person side and the side surface SS of the seat pad304(that is, the cushion member301) are externally exposed, in other words, serve as the surface of the passenger seat300(specifically, the surface FS on the seated person side and the side surface SS). Since the cushion member301includes the top skin330(FIG.25), the cushion member301does not need to be covered with a separately provided top skin. The top skin330serves as at least the surface FS on the seated person side (preferably, the surface FS on the seated person side and the side surface SS) among the surfaces of the passenger seat300. Note that, in the example ofFIG.24, each of a plurality of components included in the seat pad304is entirely formed of the cushion member301. However, only an optional part of each of one or a plurality of components included in the seat pad304may be formed of the cushion member301. In this case, the remaining part of the component included in the seat pad304may be manufactured through the process of foaming by chemical reaction in mold shaping or the like. Only some of the plurality of components included in the seat pad304may be each made of the porous structural body1at a part or whole thereof. In this case, the remaining components of the plurality of components included in the seat pad304may be manufactured through the process of foaming by chemical reaction in mold shaping or the like. The cushion member301used for the passenger seat300in the example ofFIG.24may be the cushion member301of an optional embodiment described in the present specification. [Third Embodiment of Cushion Member] Subsequently, the cushion member301according to a third embodiment of the present disclosure will be described below with reference toFIGS.25to27. FIGS.25to27illustrate the cushion member301according to the third embodiment of the present disclosure. Note that the cushion member301illustrated inFIGS.25to27is used for each side pad342of the head rest340in the seat pad304of the passenger seat300in the example ofFIG.24. However, the cushion member301according to the third embodiment can be excellently used as another cushion member301in the example ofFIG.24, the cushion member301in the example illustrated inFIG.1, or another optional cushion member. FIG.25is a perspective view illustrating the cushion member301according to the present embodiment being viewed from the surface FS side on the seated person side.FIG.26illustrates part B of the cushion member301inFIG.25in an enlarged manner.FIG.27is a perspective view illustrating the cushion member301inFIG.25being viewed from a side (the back surface BS side) opposite to that ofFIG.25. The cushion member301of the present embodiment includes the porous structural body1and the top skin330integrated with the porous structural body1. The cushion member301is entirely integrally formed. The configuration of the porous structural body1may be employed an optional exemplary configuration described above. In the examples ofFIGS.25to27, the top skin330covers the entire virtual outer outline surface of the porous structural body1, in other words, serves as all surfaces (the surface FS on the seated person side, the side surface SS, and the back surface BS) of the cushion member301. However, the top skin330may cover only an optional part of the virtual outer outline surface of the porous structural body1. The top skin330may serve as at least the surface FS on the seated person side among the surfaces of the passenger seat300. The “virtual outer outline surface” of the porous structural body1is a virtual outer surface as the outer outline of the skeleton part2and is a virtual surface smoothly connecting parts (material parts) positioned outermost in the skeleton part2of the porous structural body1. The top skin330is a part positioned outermost in the cushion member301. Thus, the top skin330serves as the outer surface of the cushion member301in a region in which the top skin330is provided in the cushion member301. The entire top skin330extends along the virtual outer outline surface of the porous structural body1. As illustrated in an enlarged manner inFIG.26, the top skin330includes a plurality of column parts6C, a plurality of column connection parts6J, and a plurality of top skin virtual surfaces V6. Each column part6C has a column shape and extends along the virtual outer outline surface of the porous structural body1. Each column connection part6J connects end parts6Ce in extension directions of the plurality of column parts6C extending in directions different from each other, at a place where the end parts6Ce are adjacent to each other. Each column part6C and each column connection part6J of the top skin330are positioned outside the virtual outer outline surface of the porous structural body1(on a side opposite to the porous structural body1) and contact the virtual outer outline surface of the porous structural body1, but are not positioned inside the porous structural body1. Each top skin virtual surface V6is defined among the above-described plurality of column parts6C. More specifically, the outer edge of each top skin virtual surface V6is defined by inner periphery side edge parts of three or more (in the example ofFIG.26, three) column parts6C connected with each other through the column connection parts6J in an annular shape. Each top skin virtual surface V6may be provided with a through hole331penetrating through the top skin330in the thickness direction thereof or may be provided with a top skin film65covering the top skin virtual surface V6. The top skin film65is integrated with column parts6C and column connection parts6J surrounding the top skin film65and is thinner than each column part6C. To improve the breathability of the cushion member301, as in the example ofFIG.26, at least some (preferably, all) of the plurality of top skin virtual surfaces V6included in the top skin330are each preferably provided with a through hole331. Since the top skin330has the through holes331, ventilation to and out of the porous structural body1through the through holes331of the top skin330is possible. However, when the top skin330covers only part of the virtual outer outline surface of the porous structural body1, ventilation to and out of the porous structural body1can be ensured through a part where the top skin330is not provided on the virtual outer outline surface of the porous structural body1, and thus the top skin330may include no through holes331, in other words, each top skin virtual surface V6of the top skin330may be covered with the top skin film65. The cushion member301of each example described in the present specification includes the top skin330having less irregularities than those of the porous structural body1, and thus when a surface (in the example ofFIG.24, the back surface BS) of the cushion member301, on which the top skin330is provided fixed to a separate member (in the example ofFIG.24, the frame303) as in the examples ofFIGS.24and25, the area of contact of the cushion member301to the separate member can be increased as compared to a case in which the porous structural body1of the cushion member301is directly fixed to a separate member, and accordingly, the cushion member301can be more reliably fixed to the separate member through a hook-and-loop fastener, adhesive, or the like. For this reason, in the cushion member301, the top skin330preferably serves a part or whole of a surface of fixation to the separate member on the outer surface of the cushion member301as in the examples ofFIGS.24and25. For the same reason, when the cushion member301is used for a cushion member and has the surface FS on the seated person side, the side surface SS, and the back surface BS, the top skin330preferably serves as a part or whole of the back surface BS and/or a part or whole of the side surface SS, which can be the surface of fixation to the separate member on the outer surface of the cushion member301, as in the examples ofFIGS.24and25. In the third embodiment illustrated inFIGS.25to27, each column connection part6J of the top skin330may connect the end parts6Ce of an optional number of column parts6C extending in directions different from each other, the optional number being two or larger. In the example ofFIG.26, each column connection part6J of the top skin330connects the end parts6Ce of five to eight column parts6C extending in directions different from each other. For the durability, the number of column parts6C extending in directions different from each other and connected by each column connection part6J of the top skin330is preferably three or larger. For the cushioning characteristic, the number of column parts6C extending in directions different from each other and connected by each column connection part6J of the top skin330is preferably 10 or smaller, more preferably six or smaller. In the examples ofFIGS.25to27, each column part6C of the top skin330extends substantially straight in planar view of the top skin330(surface view in a direction perpendicularly facing the outer surface of the top skin330). However, in the third embodiment, each column part6C may extend in a curve (along a curved shape) in planar view of the top skin330. In the examples ofFIGS.25to27, in planar view of the top skin330(surface view in the direction perpendicularly facing the outer surface of the top skin330), each top skin virtual surface V6is defined by three column parts6C extending in directions different from each other and thus has a triangular shape. However, in the third embodiment, in planar view of the top skin330, each top skin virtual surface V6may be defined by four or more column parts6C extending in directions different from each other, and thus have a polygonal shape (such as a tetragon or a pentagon) having four or more apexes. Note that the top skin virtual surfaces V6may have polygonal shapes of the same kind as in the examples ofFIGS.25to27or may have polygonal shapes of kinds different from each other. In the examples ofFIGS.25to27, the cross-sectional shape of each column part6C included in the top skin330is a circle (exact circle). With this configuration, the structure of the top skin330is simple, the cushion member301can be easily shaped by a 3D printer, and the cushion member301can provide improved touch because there is no part pointing toward the outside of the cushion member301. Note that the cross-sectional shape of each column part6C is a shape at a section orthogonal to the extension direction thereof. However, in the third embodiment, the cross-sectional shape of each of all or some column parts6C included in the top skin330may be a polygonal shape (such as a regular triangle, a triangle other than a regular triangle, a rectangle) or may be a circle (such as an ellipse) other than an exact circle. The cross-sectional shape of each bone part2B may be uniform or ununiform in the extension direction thereof. The cross-sectional shapes of the column parts6C may be different from each other. [Fourth Embodiment of Cushion Member] Subsequently, the cushion member301according to a fourth embodiment of the present disclosure will be described below with reference toFIG.28. FIG.28is a perspective view illustrating the cushion member301according to the fourth embodiment of the present disclosure being viewed from the back surface BS side, and is a drawing corresponding toFIG.27. Note that the cushion member301illustrated inFIG.28is used for each side pad342of the head rest340in the seat pad304of the passenger seat300in the example ofFIG.24. However, the cushion member301in the present example can be excellently used as another cushion member301in the example ofFIG.24, the cushion member301in the example illustrated inFIG.1, or another optional cushion member. Similarly to the first embodiment illustrated inFIGS.4and5, the top skin330of the cushion member301in the example ofFIG.28includes one or a plurality (in the example ofFIG.28, a plurality) of through holes331. However, in the example ofFIG.28, the top skin330serves as the entire outer surface of the cushion member301, and the one or plurality of through holes331are disposed at part of the top skin330, which serves as the back surface BS of the cushion member301. Note that the configuration of the top skin330according to an optional example described above may be employed as the configuration of part of the top skin330, which serves as the surface FS on the seated person side and/or the side surface SS of the cushion member301(that is, the passenger seat300). When the top skin330includes the through holes331as in the examples ofFIGS.4and5and the example ofFIG.28, the breathability and vibration characteristics can be adjusted as described above, and in a case in which the cushion member301is shaped by the optical shaping scheme (FIG.9), the liquid resin LR accumulated inside the cushion member301can be caused to flow to the outside through the through holes331after the shaping. When the through holes331are disposed at part of the top skin330, which serves as the back surface BS of the cushion member301as in the example ofFIG.28, the appearance of the cushion member301is not degraded by relatively largely forming the through holes331. The cushion member301can be easily positioned at a desired position with respect to the frame303by providing, to the frame303in advance, protrusions (not illustrated; serving as the above-described convex parts3010) formed to engage with the through holes331(serving as the above-described concave parts3030) of the cushion member301and by engaging the through holes331(concave parts3030) of the cushion member301with the protrusions (convex parts3010) of the frame303at attachment of the cushion member301onto the frame303. In each example described in the present specification, the top skin330of the cushion member301is preferably semi-transparent or transparent, more preferably semi-transparent. With this configuration, the porous structural body1of the cushion member301can be visually recognized from the outside of the cushion member301through the top skin330. Accordingly, the appearance of the cushion member301can be improved so that, for example, a person visually recognizing the cushion member301can easily understand that the cushion member301is shaped by a 3D printer. In this case, the porous structural body1of the cushion member301is preferably opaque to improve the appearance of the cushion member301, but may be semi-transparent or transparent. For the easiness of manufacturing the cushion member301, the entire cushion member301is preferably made of the same material, and moreover, the entire cushion member301(the top skin330and the porous structural body1) is preferably semi-transparent or transparent, more preferably semi-transparent. In this case, the thickness of the top skin330is preferably 0.5 to 2.0 mm. With this configuration, the porous structural body1can be visually recognized from the outside through the top skin330as described above and it is easily understandable that the cushion member301is shaped by a 3D printer, and in addition, the cushion member301can more effectively withstand practical use stress such as weight and scratch, which leads to durability improvement. However, the top skin330of the cushion member301may be opaque. Note that the configurations of the top skin330of a plurality of optional different examples described above may be combined with each other. The configurations of the porous structural body1of a plurality of optional different examples described above may be combined with each other. Although the embodiments of the present disclosure are specifically described above, the present disclosure is not limited to the above-described embodiments. INDUSTRIAL APPLICABILITY A cushion member of the present disclosure and a cushion member manufactured by using a cushion member manufacturing method or 3D shaping data of the present disclosure may be used for a passenger seat of an optional kind, and for example, are preferably used for a vehicle seat, more preferably used for a car seat. REFERENCE SIGNS LIST 300passenger seat301cushion member301C seat-cushion cushion member301B seat-back cushion member301M body part3011filling body301R concave part3011cushion part3011afacing surface3011bcorner3012adhesive301afilling part3010convex part3010cnarrow part3010dthick part303frame303afilling part3030concave part3030cnarrow part3030dthick part304seat pad (car seat pad)310cushion pad311main pad311tfemoral region-placed part311hunder-hip portion312side pad320back pad321main pad322side pad330top skin331through hole332protrusion6C column part6Ce end part of column part6J column connection part65top skin film340head rest341main pad342side padV6top skin virtual surface4003D printer410controller420shaping unit421laser emitter430supporting table440housing bodyLL ultraviolet laser beamLR liquid resin5003D shaping dataFS surface on seated person sideSS side surface (another surface continuous with surface on seated person side)BS back surface1porous structural body2skeleton part2B bone part2Be end part of bone part2B1bone constant part2B2bone change part2B21edge of bone change part on connection part side2B22edge of bone change part on bone constant part side2B23tilted surface of bone change part2J connection part3film21first cell defining part22second cell defining part211first annular part211L first large annular part211S first small annular part2111inner periphery side edge part of first annular part222second annular part2221inner periphery side edge part of second annular partC cell holeC1first cell holeC2second cell holeO skeleton lineU unit part of porous structural bodyV1first virtual surfaceV1L first large virtual surfaceV1S first small virtual surfaceV2second virtual surface | 132,195 |
11858394 | DETAILED DESCRIPTION As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. Moreover, except where otherwise expressly indicated, all numerical quantities in this description and in the claims are to be understood as modified by the word “about” in describing the broader scope of this invention. The term “substantially,” “generally,” or “about” may be used herein and may modify a value or relative characteristic disclosed or claimed. In such instances, “substantially,” “generally,” or “about” may signify that the value or relative characteristic it modifies is within ±0%, 0.1%, 0.5%, 1%, 2%, 3%, 4%, 5% or 10% of the value or relative characteristic. Practice within the numerical limits stated is generally preferred. Also, unless expressly stated to the contrary, the description of a group or class of materials by suitable or preferred for a given purpose in connection with the invention implies that mixtures of any two or more members of the group or class may be equally suitable or preferred. According to embodiments of the present disclosure, a vehicle seat with a close-out for an armrest storage cavity upon installation of an armrest is provided. The vehicle seat includes a foam cushion having a trim cover thereon, hereinafter referred to as the trim cover/foam assembly, that forms the A-surface and seatback of the vehicle seat. The vehicle seat also includes an armrest disposed on a frame, configured to be passed through an opening in the trim/foam assembly. The trim/foam assembly has a rear panel that includes a flap corresponding to the opening. The A-side of the rear panel and the flap form the front facing surface of an armrest storage cavity defined in the trim cover/foam assembly. The trim cover/foam assembly includes an attachment member on the rear side of the trim cover/foam assembly that engages with the flap while the trim/foam assembly is supported on the frame after the armrest is passed through the opening. As such, the armrest cavity is closed out with the armrest installed via the trim cover/foam assembly without visible fixtures or attachments on the A-side of the vehicle seat. Referring toFIG.1, an embodiment of a seat assembly100is shown. While the vehicle seat assembly100is illustrated inFIG.1to be a bench seat assembly, it should be understood that the principles of the present disclosure are applicable to other types of seat assemblies that include seats and an armrest that pivots between a stowed position, where the armrest is positioned in an armrest storage cavity150defined in the seatback A-surface, and a deployed position for use. Still further, it should also be understood that the principles of this disclosure are applicable to all types of vehicle seat assemblies as well as non-vehicle seat assemblies, and discussion of a vehicle seat is not intended to be limiting. The seat assembly100can be configured for use in a vehicle, such as motor vehicle like a car or truck, or for use in non-vehicular applications. The seat assembly100includes a seat bottom110and a seatback120pivotally disposed on the seat bottom110. The seat bottom110is mountable to a surface such as a vehicle floor. For example, the seat bottom110may be mounted on a seat frame (not shown) which can be removably secured to the vehicle floor. The seat assembly100is shown as a bench inFIG.1, comprising individual seats, each having individual seat bottoms and seatbacks that collectively form the seat assembly100. As such, reference to a seat bottom110and seatback120may refer to the seats collectively (i.e., the bench), or individually. The individual seatbacks120may be movable relative to other seatbacks of the seat assembly100. For example, the seat assembly100may have a 60/40 split seatback construction, a 40/20/40 seatback construction, an evenly spaced seatback 3-seat construction, or other suitable construction of splitting the bench into individual seats as based on the desired aesthetic and function of the bench. In some embodiments, the seatback120may include a corresponding head restraint105. AlthoughFIG.1shows a vehicle seat assembly includes the head restraint105, however, seat assembly designs may be constructed without the head restraint105, or the head restraint105may be removable attached or pivotably attached based on design considerations of the vehicle interior, and each head restraint105may be constructed differently as based on the position on the seat assembly100. Generally, the head restraint105is located at an upper end of the seatback120, as defined along the axis Y over the height of the seatback120, as shown inFIG.1. The seat bottom110and seatback120each include a foam cushion130(not visible inFIG.1) having a trim cover assembly140disposed thereon (hereinafter, collectively referred to as trim cover/foam assembly200). The foam cushions130can be conventionally secured to a seat frame (not shown) by any method generally known in the art. Each foam cushion130may be one or more foam parts, joined together to form the seating component. For example, the seatback120foam cushion may include side bolster portions, or any other components to meet a selected design. The trim cover assembly140is disposed on the foam cushion, and secured to the foam cushion130via any suitable attachment mechanism. The foam cushions can have any suitable size and configuration, based on the selected design for the vehicle seating arrangement, and particular the rear seats. The foam material of the cushions may be any suitable comfort foam material that provides soft resilience during use, such as, but not limited to, a suitable resilient polymer (e.g., polyurethane foam, soy-based foam, silicone, thermoplastic olefins, thermoplastic urethanes, polymer fibers, non-woven polyester pads, natural oil-based expanded polyurethanes, latex foams, and the like) and may be formed in any suitable manner. The trim cover assembly140forms an exterior seating surface, also known as the A-surface, which can be an occupant support surface for the seat assembly100. The trim cover assembly140includes a trim cover145that is made of at least one suitable material, such as, but not limited to, leather, synthetic leather, vinyl, fabric, synthetic suede, non-woven fabric, or combinations thereof (fabric-to-fabric, leather-to-leather, fabric-to-leather, leather-to-fabric, etc.). It should be understood that different portions of the seatback120and the seat bottom110may have a different trim cover portions forming the trim cover assembly140as based on the desired aesthetics for the seat assembly100. Moreover, the trim cover assembly140can differ from the seat bottom110to the seatback120, in addition to varying between the side bolsters and the upper regions. In at least one embodiment, as shown inFIG.1, the trim cover assembly140comprises a plurality of trim cover panels that are secured together that form different regions of the seatback120. For example, a top panel portion122and a central panel portion124are stitched, or otherwise secured, together, to the peripheral trim panels126(i.e., side bolsters) via stitching or seams. The trim cover assembly140on the inner side (i.e., B-surface, opposite to the A-surface), can have other conventional layers such as a thin foam layer (not shown) and various trim to secure the trim cover assembly140to the frame and/or foam cushions130. As shown inFIG.1, the seat assembly100includes an armrest300pivotally disposed with respect to the seatback120. The armrest300includes a cushion with a trim cover340disposed thereon, and may also include other features such as a cupholders, trash receptacles, or other features typically included in the armrests. The armrest300is pivotally attached relative to the seatback120such that it can be stored upright in a corresponding armrest storage cavity150(not shown inFIG.1) in the seatback120, and deployed to a use position by pivoting about the pivot point. The armrest300may pivot relative to a pivot point (not shown) towards the bottom of the seatback120(along the axis Y defined along the seatback), such that when pivoted forward (e.g., away from the front surface (A-surface) of the seatback120, as defined along the axis X shown inFIG.1) the armrest300is positioned above the seat bottom110and extending away from the seatback120in the deployed position. The armrest300is mounted to a frame310(seeFIG.3A) to form an armrest assembly, on which the trim cover/foam assembly200is to be positioned thereon, as will be discussed with reference to the Figures, with the trim cover/foam assembly200having features to close-out the seatback and form the front facing surface152of the armrest storage cavity150. With reference toFIG.2,FIGS.3A-C, andFIG.4, various features of the seat assembly100is shown. Referring toFIG.2, the seat assembly100includes a trim cover/foam assembly200which is a seat component for forming the seatback120. The trim cover/foam assembly200includes a close-out for the armrest storage cavity150after installation of an armrest300. The trim cover/foam assembly200is positioned on the armrest300during installation to form the seatback120. The trim cover/foam assembly200includes the trim cover assembly140mounted on the foam cushion130, which cooperates to form an occupant support surface for the seatback120. The trim cover/foam assembly200thus has an occupant support side on a front surface of the trim cover/foam assembly200, and a rear side opposite to the occupant support side. On the rear side, the trim cover assembly140including a rear panel205for closing out the armrest storage cavity150upon installation of the armrest300to form the seatback120. The rear panel205of the trim cover/foam assembly200corresponds to an opening210defined in the trim cover/foam assembly200of the seatback120, and provides access through the opening210for the armrest300to be fed therethrough and closes the opening210upon installation of the armrest300. The opening210is sized to receive the armrest300therethrough. The opening210is sized to correspond to the armrest300such that the trim cover/foam assembly200can be fed over the armrest300. The rear panel205includes a flap220for covering the opening210with a free end222towards the bottom of the flap220(corresponding to the bottom end of the opening210), and a fixed end224towards the top of the seatback120(corresponding to a top end of the opening210). The flap220may be any suitable trim material, including, but not limited to, leather, vinyl, fabric, etc. The free end222is hemmed such that at least the bottom of the flap220(corresponding to a bottom end of the opening210) encloses a stiffening member (not shown) within the flap220for providing rigidity and structure to the flap220to form the front facing surface152of the armrest storage cavity150. The stiffening member is formed of any suitable material, such as, but not limited to, a polypropylene material, which provides sufficient rigidity to form the front facing surface152of the armrest storage cavity150while providing flexibility to the flap220such that the armrest300can pass through the opening210and the flap220can be secured to the trim cover/foam assembly200. The stiffening member may have any suitable dimensions as based on the size of the flap220, and/or the armrest storage cavity150to close-out the armrest storage cavity150upon installation of the armrest300. Furthermore, the stiffening member may have any suitable thickness as based on the flexing requirement of the flap220and for forming the front facing surface152of the armrest storage cavity150after installation of the armrest300. For example, the stiffener may have, in some embodiments, a thickness of 0.5 to 10 mm, in other embodiments, 0.75 to 7.5 mm, and in yet further embodiments, 1 to 5 mm. As such, the A-side of flap220of the rear panel205forms the front facing surface152of the armrest storage cavity150in the seatback120to close-out the seat assembly100. Referring toFIG.3A, the armrest300is hinged to a frame310to form the armrest assembly. The armrest300is hinged via mounting plates320, with the frame310being connected to a metal tray330. The mounting plates320are configured to provide pivot points for the armrest300to pivot relative to the seatback120to an open position and a stored position in the armrest storage cavity150, with the plates320hidden between the trim cover/foam assembly200and the armrest300. The metal tray330forms a back surface of the seatback120upon construction of the seat assembly100(i.e., positioning of and securing the trim cover/foam assembly200on the metal tray330). The metal tray330is configured to receive a carpeting or other trim material thereon to form the aesthetic rear surface of the seatback120. Referring again toFIG.2and toFIGS.3A-B, the trim cover/foam assembly200further includes an attachment member230on the rear side of the trim cover/foam assembly200(hereinafter, interchangeably the lower facing attachment member230) for engaging the rear panel205(e.g., via engaging fasteners on the corresponding parts). The attachment member230is positioned behind the rear panel205and attached to the trim cover/foam assembly200, behind the area defined as the armrest storage cavity150. The attachment member230is a sufficiently rigid member that acts as a stiffener and/or support for features secured thereon. The attachment member230includes an upward protruding body232connected to the trim cover/foam assembly200. The upward protruding body232may be connected to the trim cover/foam assembly200in any suitable manner, such as, for example, via a listing231as shown in the Figures, selvage, or other suitable connection mechanism. The listing231and the trim cover/foam assembly200may be attached by any suitable means, such as, but not limited to, sewing or stitching, or other mechanical fastener or adhesive, with the upward protruding body232positioned therebetween such that the upward protruding body232has a height over at least a portion of the upward protruding body232that overlaps at least a portion of the free end222of the flap220. As such, the front facing side of the upward protruding body232is configured to contact the free end222of the flap220to close-out the armrest storage cavity150. The attachment member230is secured to the rear facing side of the trim cover/foam assembly200towards at a lower end of the seatback120. The upward protruding body232extends generally upward, toward the top of the seatback120, and is formed of any suitable stiffening material, such as, but not limited to, a polypropylene material, which provides sufficient rigidity to materials secured thereto and stand upward without application of additional forces. The upward protruding body232may have any suitable dimensions as based on the size of the opening210, the flap220, and/or the free end222to close-out the rear panel205to form the front facing surface152of the armrest storage cavity150after installation of the armrest300. The height of the upward protruding body232may, in some embodiments, be sufficient to allow the armrest300to pass through the opening without significant obstruction, and also be sufficient to provide an overlapping height for contacting the free end222. Furthermore, the upward protruding body232may have any suitable thickness in order to secure the free end222to the trim cover/foam assembly200and maintain the closed-out trim after installation of the armrest300. For example, the upward protruding body232may have, in some embodiments, a thickness of 0.5 to 10 mm, in other embodiments, 0.75 to 7.5 mm, and in yet further embodiments, 1 to 5 mm. With reference toFIG.3B-C, after the trim cover/foam assembly200is passed over the armrest300via the opening210in the rear panel205, the free end222of the flap220is pushed behind a rear portion305of the armrest300. Upon the positioning of the free end222behind the rear portion305of the armrest300, the free end222engages the lower facing attachment member230behind the armrest300, such that the free end222is sandwiched between the upward protruding body232of the lower facing attachment member230and the rear portion305of the armrest300, as is shown inFIG.4. The free end222of the flap220and the lower facing attachment member230are secured together via engagement of the fasteners226,234behind the rear portion305to close out the seat assembly100after installation of the armrest300. Although not explicitly described herein, the installation of the armrest300may include other securing mechanisms for the frame310with the trim cover/foam assembly200to form the seat assembly100, and discussion of the trim close-out for armrest storage cavity150for the armrest300is not intended to limit other connections and fasteners to construct the seat assembly100. As such, for example, as shown in the Figures, the free end222may include a fastener on the rear side of the flap220(i.e., a flap fastener) for engaging the fastener234on the front side of the attachment member230. With reference toFIG.4, the engagement of the attachment member230and the free end222of the flap220to close-out the rear panel205to form the front facing surface152of the armrest storage cavity150upon installation of the armrest300is shown, schematically. As such, the upward protruding body232thus may include a fastener234on the front facing side, which engages a fastener226on the rear facing side of the free end222of the flap220(shown schematically inFIG.4). In certain embodiments, the fasteners may be corresponding hook and loop fasteners, however, any suitable fasteners are contemplated, and discussion of hook and loop fasteners is not intended to be limiting. The attachment member230and the rear portion305of the armrest300sandwich the flap220therebetween, with the attachment member230being fastened with the free end222such that the rear panel205defines the front facing surface152of the armrest storage cavity150. According to one or more embodiments, a method of constructing a seat assembly is provided. The method generally includes installing the armrest300through the trim cover/foam assembly200. The armrest300, which is provided on a frame310on metal tray330and hinged to the frame310via mounting plates320, is aligned with the trim cover/foam assembly200such that the opening210in the rear panel205is aligned with the armrest300. The armrest300is fed through the opening210such that the free end222of the flap220is movable to rest on a top surface of the armrest300(seeFIG.3B). The free end222of the flap220and the upward protruding body232of the lower facing attachment member230are then pressed behind the rear portion305of the armrest300(seeFIG.3C) such that the free end222is sandwiched between the rear portion305of the armrest300and the lower facing attachment member230such that the upward protruding body232of the lower facing attachment member230and the fastener226on the free end222of the flap220can be secured with the fastener234on the inner side of the upward protruding body232. According to embodiments of the present disclosure, a vehicle seat with a close-out for installation of an armrest is provided. The vehicle seat includes trim cover/foam assembly that cooperate to form the A-surface and seatback of the vehicle seat. The vehicle seat also includes an armrest disposed on a frame, the armrest being pivotable between a storage position in a cavity formed in the seatback and a deployed position for use. The trim cover/foam assembly defines an opening for receiving the armrest therethrough. The trim/foam assembly has a rear panel with a flap corresponding to the opening. The trim cover/foam assembly includes a lower facing attachment member on the rear side of the trim/foam assembly, towards the bottom of the opening, that engages with the flap while the trim/foam assembly is supported on the frame and the armrest is passed through the opening. As such, the armrest is closed out via the trim/foam assembly without visible fixtures or attachments on the A-side of the vehicle seat. As with reference to the Figures, the same reference numerals may be used herein to refer to the same parameters and components or their similar modifications and alternatives. For purposes of description herein, the directional terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and derivatives thereof shall relate to the present disclosure as oriented inFIGS.1and4. However, it is to be understood that the present disclosure may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the drawings and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. The drawings referenced herein are schematic and associated views thereof are not necessarily drawn to scale. While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. | 22,174 |
11858395 | The figures are not exhaustive and do not limit the present disclosure to the precise form disclosed. DETAILED DESCRIPTION Embodiments of the systems and methods disclosed herein can provide improvements in adjusting a vehicle headrest. Vehicle headrests improve the safety of a driver and passengers in a vehicle by preventing whiplash. Vehicle headrests also improve the comfort of the driver and passengers in a vehicle by providing support for the head and/or neck. In conventional systems, a vehicle headrest may be adjusted by physically depressing a mechanical release button, and, while the button is depressed, physically pulling or pushing the headrest into the desired position. Locating and depressing the mechanical release button may be difficult and/or awkward. Because it may be difficult and/or awkward to adjust the headrest, drivers and/or passengers may not adjust the headrest or may not adjust the headrest properly. A properly adjusted headrests confers both safety and comfort advantages, so a system enabling improved and intuitive adjustment of a vehicle headrest is desired. Such a system increases the chances that a driver and/or passengers will adjust the headrest properly. The systems and methods described herein provide for improved and intuitive vehicle headrest adjustment. Adjusting a headrest in accordance with some embodiments may be accomplished by replacing the conventional mechanical release button interface discussed above with a smart mechatronic lock-unlock interface that operates based on detected user intent. For example, a system may employ sensors and a processor with instructions to determine when a driver and/or passenger intends to adjust a vehicle headrest. Upon detecting and confirming that a driver and/or passenger intent to adjust the headrest, the system may automatically unlock the headrest to allow the driver and/or passenger to push or pull the headrest into the desired position. Such a system may eliminate the need for a driver and/or passenger to locate and physically depress a release button. To determine whether a driver and/or passenger intends to adjust the vehicle headrest, sensors may monitor the movements of the driver and/or passengers. Sensors may also detect when the driver and/or passenger is touching the headrest. Based on collected sensor data, the system may detect movement, touch, or some other event that is consistent with a driver and/or passenger's intent to adjust the headrest. A processor may execute code to detect activity consistent with an intent to adjust the headrest. For example, an intent to adjust the headrest may be defined as a two-handed touch of the headrest or a two-handed gesture in the vicinity of the headrest. The processor may then execute code to confirm the intent to adjust. For example, if the detected touch or gesture consistent with intent to adjust is sustained for a threshold period of time, the processor may confirm an intent to adjust. Upon confirmation of the detected adjustment intent, the system may unlock one or more mechanical actuators that secure the headrest in place. Unlocking the mechanical actuators may allow the driver and/or passengers to pull the headrest upwards and away from the seat, push headrest down and towards the seat, and/or tilt the headrest at an angle relative to the seat. Any type of appropriate locking mechanism may be used to lock the headrest in place. Such a system may also be configured to determine not only that a user intends to adjust a vehicle headrest but also that it is a safe and appropriate time to adjust the headrest. For example, the processor may include instructions that instruct the system to keep the headrest locked while the vehicle is in motion. In another embodiment, the processor may be equipped with instructions to only unlock the vehicle headrest if a two-handed touch or gesture indicating intent to adjust the headrest is detected. Requiring a two-handed touch or gesture may eliminate the possibility that a driver has at least one hand on the wheel. Therefore, requiring a two-handed gesture may reduce and/or eliminate the possibility that a driver is attempting to adjust the headrest while driving because a driver would most likely need at least one hand on the wheel to operate the vehicle. Sensor detection, as described, for example, in the preceding paragraph, may eliminate the need for a driver and/or passenger to locate and depress a physical release button. Eliminating the need to locate and depress a physical release button may improve vehicle headrest adjustment because, in conventional systems, the release button may be difficult to locate and depress. For example, if a headrest is lowered flush to the seat in a conventional system, the release button may be obscured between the headrest and the seat. The release button may difficult to locate because it may not be visible. Because the release button is trapped between the headrest and the seat, the release button may also be difficult to depress while simultaneously moving the headrest into the desired position. For at least these reasons, a driver and/or passenger that does not need to locate or depress the release button may be more likely to adjust the vehicle headrest which may improve the safety and comfort of the driver and/or passenger. Additionally, drivers and/or passengers with disabilities, injuries, or other conditions affecting their ability to adjust the vehicle headrest may be better able to adjust the headrest properly in a system that does not require the driver/passenger to locate and depress a release button. A headrest adjustment system may also include a power-assist function. The power-assist function may detect when a driver and/or passenger is manipulating the headrest. The power-assist function may, based on the actions of the driver and/or passenger in manipulating the headrest, provide power-assist to adjust the headrest in the manner attempted by the driver and/or passenger. Providing power-assist may reduce the force needed by the driver and/or passenger to adjust the vehicle headrest into the desired position. Therefore, a power-assist function may increase the chances that a driver and/or passenger will adjust the headrest because the power-assist function reduces the forces needed and offers an improved, intuitive approach. Additionally, a power-assist function may make it easier for drivers with differing physical strength, grip, reach, and other capabilities to adjust the headrest. The systems and methods described above may be integrated into a new seat back/headrest system and may form a component of a new vehicle. However, in another embodiment, an existing seat back/headrest system in a vehicle may be retrofitting to include the features described above. For example, a vehicle may include an existing seatback/head rest system. Retrofitting the existing system may involve adding touch sensors and/or motion sensors to the existing headrest. Retrofitting may also involve replacing an existing lock/unlock mechanism with a smart mechatronic lock/unlock system. Retrofitting may further involve adding a wired or wireless connection to the sensors and smart mechatronic lock/unlocking system and existing or added vehicle circuitry. The retrofitted vehicle may also be equipped with instructions relating to detecting intent to adjust a vehicle and unlocking/locking the headrest, as described above. An existing vehicle may also be retrofitted with a power assist function. For example, an existing vehicle may be retrofitted to include a motor, force sensor, instructions and other components as described above with respect to the power assist function. The systems and methods disclosed herein may be implemented with any of a number of different vehicles and vehicle types. For example, the systems and methods disclosed herein may be used with automobiles, trucks, recreational vehicles and other like on-or off-road vehicles that contain headrests. In addition, the principals disclosed herein may also extend to other vehicle types as well. For example, the systems and methods described herein can be implemented in many types of vehicle including hybrid electric vehicles (HEV), gasoline- or diesel-powered vehicles, fuel-cell vehicles, electric vehicles, or other vehicles. One of ordinary skill in the art reading this description will understand how the disclosed embodiments can be implemented with vehicle platforms. FIG.1illustrates an example architecture for adjusting a vehicle headrest in accordance with embodiments of the systems and methods described herein. Referring now toFIG.1, in this example, headrest adjustment system100includes a headrest control circuit110, a plurality of sensors122, and a plurality of vehicle systems138. Sensors120and vehicle systems130can communicate with headrest control circuit110via a wired or wireless communication interface. Although sensors120and vehicle systems130are depicted as communicating with headrest control circuit110, they can also communicate with each other as well as with other vehicle systems. Headrest control circuit110can be implemented as an electronic control unit (ECU) or as part of an ECU. In other embodiments, headrest control circuit110can be implemented independently of the ECU. Headrest control circuit110in this example includes a communication circuit101, a decision circuit103(including a processor106and memory108in this example) and a power supply112. Components of headrest control circuit110are illustrated as communicating with each other via a data bus, although other communication in interfaces can be included. Headrest control circuit110in this example also includes a manual switch105that can be operated by the user to manually select the headrest adjustment mode. Processor106can include a GPU, CPU, microprocessor, or any other suitable processing system. The memory108may include one or more various forms of memory or data storage (e.g., flash, RAM, etc.) that may be used to store the calibration parameters, images (analysis or historic), point parameters, instructions and variables for processor106as well as any other suitable information. Memory108, can be made up of one or more modules of one or more different types of memory, and may be configured to store data and other information as well as operational instructions that may be used by the processor106and/or headrest control circuit110. Although the example ofFIG.1is illustrated using processor and memory circuitry, as described below with reference to circuits disclosed herein, decision circuit103can be implemented utilizing any form of circuitry including, for example, hardware, software, or a combination thereof. By way of further example, one or more processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logical components, software routines or other mechanisms might be implemented to make up a headrest control circuit110. Communication circuit101may include either or both a wireless transceiver circuit102with an associated antenna114and a wired I/O interface104with an associated hardwired data port (not illustrated). As this example illustrates, communications with headrest control circuit110can include either or both wired and wireless communications circuits101. Wireless transceiver circuit102can include a transmitter and a receiver (not shown) to allow wireless communications via any of a number of communication protocols such as, for example, WiFi, Bluetooth, near field communications (NFC), Zigbee, and any of a number of other wireless communication protocols whether standardized, proprietary, open, point-to-point, networked or otherwise. Antenna114is coupled to wireless transceiver circuit102and is used by wireless transceiver circuit102to transmit radio signals wirelessly to wireless equipment with which it is connected and to receive radio signals as well. These RF signals can include information of almost any sort that is sent or received by headrest control circuit110to/from other entities such as sensors120and vehicle systems130. Wired I/O interface104can include a transmitter and a receiver (not shown) for hardwired communications with other devices. For example, wired I/O interface104can provide a hardwired interface to other components, including sensors120and vehicle systems130. Wired I/O interface104can communicate with other devices using Ethernet or any of a number of other wired communication protocols whether standardized, proprietary, open, point-to-point, networked or otherwise. Power supply110can include one or more of a battery or batteries (such as, e.g., Li-ion, Li-Polymer, NiMH, NiCd, NiZn, and NiH2, to name a few, whether rechargeable or primary batteries), a power connector (e.g., to connect to vehicle supplied power, etc.), an energy harvester (e.g., solar cells, piezoelectric system, etc.), or it can include any other suitable power supply. Sensors120can include, for example, sensors that may or may not otherwise be included on a standard vehicle with which the headrest adjustment system100is implemented. In the illustrated example, sensors120include touch sensors122, motion sensors124, and cameras126. Touch sensors122may include capacitive touch sensors. Touch sensors122may also include pressure sensors. Motion sensors124may include sensors that can detect gestures and other input associated with motion by a driver or passenger. Cameras126may also capture motion. Additional sensors128can also be included as may be appropriate for a given implementation of headrest adjustment system100. For example, a force sensors may also be included. Other useful types of sensors may be included. Vehicle systems130can include any of a number of different vehicle components or subsystems used to control or monitor various aspects of the vehicle and its performance. In this example, the vehicle systems130include an adjustment system132and a power-assist system134. The adjustment system132, may, for example, control a lock and release mechanism to adjust a headrest. The power-assist system134, may, for example, control motors and other components associated with a power-assist function for use in adjusting a vehicle headrest. Additional vehicle systems138can also be included as may be appropriate for a given implementation of headrest adjustment system100. During operation, headrest control circuit110can receive information from various vehicle sensors to determine whether the headrest adjustment mode should be activated. Also, the driver may manually activate the headrest adjustment mode by operating adjustment switch105. Communication circuit101can be used to transmit and receive information between headrest control circuit110and sensors120, and headrest control circuit110and vehicle systems130. Also, sensors120may communicate with vehicle systems130directly or indirectly (e.g., via communication circuit101or otherwise). In various embodiments, communication circuit101can be configured to receive data and other information from sensors120that is used in determining whether to activate the adjustment mode. Additionally, communication circuit101can be used to send an activation signal or other activation information to various vehicle systems130as part of entering the adjustment mode. For example, as described in more detail below, communication circuit101can be used to send signals to, for example, adjustment system132, which upon activation may release a headrest for adjustment or may lock a headrest into place after an adjustment period has ended or when it is no longer safe to adjust the headrest. Communication circuit101may also be used to send signals to power-assist system134, upon, for example, activation of the system by a detected threshold force. Communication circuit101may also be used to send signals to any other vehicle system as may be appropriate to implement the systems and methods described herein. The decision regarding what action to take via these various vehicle systems130can be made based on the information detected by sensors120. Examples of this are described in more detail below. In an embodiment, communication circuit101may be used to send signals to vehicle systems130to indicate whether or not a vehicle is currently in use. For example, sensors120may directly detect that a vehicle is in use in a number of different ways. In one example, sensors120may include force sensors that detect acceleration of a vehicle. In another example, sensors may detect contact and/or pressure on the throttle pedal. Other examples exist. Processor106may include instructions that instruct adjustment system132to keep the headrest locked while the vehicle is in motion. Sensors120may also sense that vehicle movement has stopped. If sensors120detect that vehicle movement has stopped for a threshold period of time, processor106may instruct adjustment system132to unlock headrest and allow adjust, since the vehicle is currently not in motion. Sensors may also indirectly determine that a vehicle is (not) in use. For example, touch122, motion124, or camera126sensors may detect a dual-handed touch or gestures by the driver, as described above in other embodiments. Detection of a two-handed touch or gesture may indicate that a driver does not have at least one hand on the wheel. Therefore, a two-handed touch or gesture may indicate that a driver is not attempting to adjust the headrest while driving because a driver would most likely need at least one hand on the wheel to operate the vehicle. A one-handed touch or gesture, may indicate the possibility that a driver is attempting to adjust the headrest while driving. The processor106may include instructions that instruct adjustment system132to unlock the vehicle headrest if a two-handed touch or gesture indicating intent to adjust the headrest is detected. The processor106may include instructions that instruct adjustment system132to keep the vehicle headrest locked if a one-handed touch or gesture is detected and/or if no touch or gesture is detected. As used herein, the terms circuit and component might describe a given unit of functionality that can be performed in accordance with one or more embodiments of the present application. As used herein, a component might be implemented utilizing any form of hardware, software, or a combination thereof. For example, one or more processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logical components, software routines or other mechanisms might be implemented to make up a component. Various components described herein may be implemented as discrete components or described functions and features can be shared in part or in total among one or more components. In other words, as would be apparent to one of ordinary skill in the art after reading this description, the various features and functionality described herein may be implemented in any given application. They can be implemented in one or more separate or shared components in various combinations and permutations. Although various features or functional elements may be individually described or claimed as separate components, it should be understood that these features/functionality can be shared among one or more common software and hardware elements. Such a description shall not require or imply that separate hardware or software components are used to implement such features or functionality. Where components are implemented in whole or in part using software, these software elements can be implemented to operate with a computing or processing component capable of carrying out the functionality described with respect thereto. One such example computing component is shown inFIG.2. Various embodiments are described in terms of this example—computing component200. After reading this description, it will become apparent to a person skilled in the relevant art how to implement the application using other computing components or architectures. Referring now toFIG.2, computing component200may represent, for example, computing or processing capabilities found within a self-adjusting display, desktop, laptop, notebook, and tablet computers. They may be found in hand-held computing devices (tablets, PDA's, smart phones, cell phones, palmtops, etc.). They may be found in workstations or other devices with displays, servers, or any other type of special-purpose or general-purpose computing devices as may be desirable or appropriate for a given application or environment. Computing component200might also represent computing capabilities embedded within or otherwise available to a given device. For example, a computing component might be found in other electronic devices such as, for example, portable computing devices, and other electronic devices that might include some form of processing capability. Computing component200might include, for example, one or more processors, controllers, control components, or other processing devices. This can include a processor, and/or any one or more of the components making up user device, user system, and non-decrypting cloud service. Processor106might be implemented using a general-purpose or special-purpose processing engine such as, for example, a microprocessor, controller, or other control logic. Processor106may be connected to a bus202. However, any communication medium can be used to facilitate interaction with other components of computing component200or to communicate externally. Computing component200might also include one or more memory components, simply referred to herein as main memory108. For example, random access memory (RAM) or other dynamic memory, might be used for storing information and instructions to be executed by processor106. Main memory108might also be used for storing temporary variables or other intermediate information during execution of instructions to be executed by processor106. Computing component200might likewise include a read only memory (“ROM”) or other static storage device coupled to bus202for storing static information and instructions for processor106. The computing component200might also include one or more various forms of information storage mechanism210, which might include, for example, a media drive212and a storage unit interface220. The media drive212might include a drive or other mechanism to support fixed or removable storage media214. For example, a hard disk drive, a solid-state drive, a magnetic tape drive, an optical drive, a compact disc (CD) or digital video disc (DVD) drive (R or RW), or other removable or fixed media drive might be provided. Storage media214might include, for example, a hard disk, an integrated circuit assembly, magnetic tape, cartridge, optical disk, a CD or DVD. Storage media214may be any other fixed or removable medium that is read by, written to or accessed by media drive212. As these examples illustrate, the storage media214can include a computer usable storage medium having stored therein computer software or data. In alternative embodiments, information storage mechanism210might include other similar instrumentalities for allowing computer programs or other instructions or data to be loaded into computing component200. Such instrumentalities might include, for example, a fixed or removable storage unit222and an interface220. Examples of such storage units222and interfaces220can include a program cartridge and cartridge interface, a removable memory (for example, a flash memory or other removable memory component) and memory slot. Other examples may include a PCMCIA slot and card, and other fixed or removable storage units222and interfaces220that allow software and data to be transferred from storage unit222to computing component200. Computing component200might also include a communications interface224. Communications interface224might be used to allow software and data to be transferred between computing component200and external devices. Examples of communications interface224might include a modem or softmodem, a network interface (such as Ethernet, network interface card, IEEE 802.XX or other interface). Other examples include a communications port (such as for example, a USB port, IR port, RS232 port Bluetooth® interface, or other port), or other communications interface. Software/data transferred via communications interface224may be carried on signals, which can be electronic, electromagnetic (which includes optical) or other signals capable of being exchanged by a given communications interface224. These signals might be provided to communications interface224via a channel228. Channel228might carry signals and might be implemented using a wired or wireless communication medium. Some examples of a channel might include a phone line, a cellular link, an RF link, an optical link, a network interface, a local or wide area network, and other wired or wireless communications channels. In this document, the terms “computer program medium” and “computer usable medium” are used to generally refer to transitory or non-transitory media. Such media may be, e.g., memory108, storage unit220, media214, and channel228. These and other various forms of computer program media or computer usable media may be involved in carrying one or more sequences of one or more instructions to a processing device for execution. Such instructions embodied on the medium, are generally referred to as “computer program code” or a “computer program product” (which may be grouped in the form of computer programs or other groupings). When executed, such instructions might enable the computing component200to perform features or functions of the present application as discussed herein. Embodiment 1 In one example embodiment of the systems and methods described herein, improved and intuitive headrest adjustment may be accomplished with a smart mechatronic lock-unlock interface that releases and/or secures a vehicle headrest based on detected user intent. Referring now toFIG.3, an example of a seatback/head rest system300is shown. Referring now toFIG.4A, an example of a vehicle headrest304adjustment system equipped with touch sensors402is shown. FIG.3shows an example of a typical seat back/headrest system that may be present in a new vehicle or an existing vehicle. As shown inFIG.3, a seatback/headrest system300may include a seatback302and a headrest304. The headrest304may include a first portion306and a second portion308. As shown inFIG.3, the first portion306may be at the right side of the headrest304and the second portion308may be at the left side of the headrest304. Other arrangements are possible. For instance, the first and second portions may be located at the top and bottom of the headrest or at any other areas of the headrest. The system300may also include rods310,312. The rods310,312may be connected to the headrest304. In an alternate embodiment, the rods310,312may be connected to the seatback. The rods310,312may slide into tracks (not shown). The tracks may be fitted into the seatback302. The tracks may alternately be fitted into the headrest304. The rods310,312may be fitted into the tracks, connecting the seatback302to the headrest304. The rods310,312may be fitted into the tracks at various points which may result in the rods310,312protruding from the tracks at various heights. The amount of protrusion may determine the position of the headrest304relative to the seatback302and the height of the headrest304. FIG.4Ashows an example of a vehicle headrest304adjustment system equipped with touch sensors402. Touch sensors402may be located in both the first portion306and the second portion308of the vehicle headrest304. To determine whether a driver and/or passenger intends to adjust the vehicle headrest304, touch sensors402may detect when a driver and/or passengers touches a portion306,308of the vehicle headrest304. A vehicle headrest304may include touch-sensitive portions306,308that can determine when a driver and/or passenger is touching one or more of the touch sensitive portions306,308of the vehicle headrest304. Touch sensitive portions306,308of the vehicle headrest304may include touch sensors402configured on or within the vehicle headrest304itself. Touch sensors402may be, for example, capacitive touch sensors, pressure sensors, or any other type or combination of types of touch sensors. Touch sensitive portions306,308of a vehicle headrest304may be located, for example, on the left and right sides of the vehicle headrest304. Touch sensitive portions306,308may also be located on alternative areas of the vehicle headrest304. The touch sensors402may be configured to detect touch by a driver and/or passenger that is consistent with intent to adjust the vehicle headrest304. The touch sensors402may also be configured to detect touch by a driver and/or passenger that is both consistent with intent to adjust the vehicle headrest304and consistent with safe vehicle operation. For example, the touch sensors402may detect that a driver and/or passenger is touching both portions306,308, i.e., both the left306and the right308sides, of the vehicle headrest304. Other portions of the vehicle headrest304, beside or in addition to the left306and right308sides may also be touch sensitive portions. The sensors310may detect touch on other portions. The sensors may be further configured to distinguish between one handed and dual-handed gripping of the headrest based on any configuration of touch sensitive portions. When the sensors determine that a driver and/or passengers is touching both portions of the vehicle headrest, the system may determine that the driver and/or passenger intends to adjust the vehicle headrest. When the sensors determine that a driver and/or passengers is touching both portions of the vehicle headrest, the system may determine both that the driver and/or passenger intends to adjust the vehicle headrest and that adjusting the headrest is consistent with safe vehicle operation. For example if a driver is attempting to adjust the headrest and the driver touches the headrest with both hands, the system may determine that the driver is not gripping the steering wheel with one or both hands. Because the driver is not touching the steering wheel, the system may determine the driver is not currently operating the vehicle and that it is safe to adjust the headrest now. Touch sensors402may detect a touch that indicates a driver/passenger intends to adjust the headrest. Touch sensors402may be part of the sensors120described inFIG.1. For instance, touch sensors122may include touch sensors402. Upon detecting and confirming that a passenger and/or driver intends to adjust the vehicle headrest304, the system100may unlock a lock(s) securing the headrest304in place. The processor106may, upon receiving information from sensors120, confirm intent to adjust the headrest. The processor106may then send instruction to adjustment system132to unlock the headrest. The sensors120, processor106, and adjustment system132may communicate via a wired connection or wireless communication. For example, the adjustment system132may include wired or wireless controls for the smart mechatronic lock which unlocks or locks the headrest into place. Unlocking the locks securing the headrest304in place may allow the driver and/or passenger to freely move the vehicle headrest304into the desired position. For example, in one embodiment, the headrest304may be attached to rods310,312. The rods310,312may protrude from the bottom of the headrest304. Unlocking the locks may allow the driver and/or passenger to pull the headrest304upward and away from the seat302to a desired height by pulling the headrest304and connected rods310,312. The rods310,312may be configured into cylindrical tracks in the seat302. Pulling the headrest304may cause the rods310,312to move out of the tracks. Unlocking the locks may also allow the driver and/or passenger to push the headrest304downward and toward the seat302to a desired height by pushing the headrest304and thus causing the rods310,312to move into the cylindrical tracks in the seat302. In another embodiment, the headrest304may be movably attached to the rods310,312. The rods310,312may remain in place with the headrest moves. For example, unlocking the locks may allow a user to pull the headrest304along rods310,312connecting the headrest304to the seat302. Unlocking the locks may also allow the driver and/or passenger to push the headrest304downward and toward the seat302to a desired height by pushing the headrest304along the rods310,312connecting the headrest304to the seat302. Other configurations for adjusting the headrest and/or attaching the headrest to the seat are also possible. Unlocking the locks may also allow the driver and/or passenger to tilt the headrest304at an angle relative to the seat302. In one embodiment, the system may only unlock locks securing the vehicle headrest304upon detecting and confirming both that a passenger and/or driver intends to adjust the vehicle headrest304and that adjusting the headrest304is consistent with safe operation of the vehicle. Touch-sensitive portions306,308of the vehicle headrest304may include any portions of the vehicle headrest. For example, touch sensitive portions306,308may include the left306and right308sides of the headrest304as described above and as shown inFIG.3. However, touch sensitive portions may also include any other portions of the vehicle headrest in addition to and/or alternative to the left and/or right sides of the vehicle headrest. In an example embodiment, a vehicle headrest may be equipped with touch sensitive portions that are configured to detect when the driver and/or passenger touches the headrest using both hands. The system may unlock the headrest only upon detection and confirmation of detected touch consistent with a dual-handed touch. Requiring a dual-handed touch may offer several advantages. For example, requiring a dual-handed touch may prevent false positives. For example, a driver may accidently touch the vehicle headrest while stretching or passing an item to a child in the back seat. If the system were configured to detect only a single touch, the headrest may unlock inadvertently and potentially in a situation in which unlocking the headrest is dangerous, i.e., while the driver is operating the vehicle. Requiring a dual-handed touch may eliminate or reduce the likelihood of a false positive. Additionally, a driver may be tempted to reach up to adjust the headrest with one hand while driving with the other hand on the steering wheel. It may be dangerous for the system to release the headrest in this scenario as the headrest would be loose while the driver is operating the vehicle. Requiring a touch with both hands on the headrest to unlock the headrest may reduce the likelihood of a driver attempting to adjust the headrest while operating the vehicle. Adjusting the headrest with both hands means both hands must be on the headrest and the driver cannot be simultaneously touching the headrest and the steering wheel. This eliminates or reduces the possibility that a driver will attempt to adjust the headrest while operating the vehicle, since a driver would likely need to keep at least one hand on the steering wheel to operate the vehicle. A headrest adjustment system may include any type of touch sensors402. For example, the sensors may be capacitive touch sensors. Capacitive touch sensors may not require the driver and/or passenger to exert any pressure and/or force onto the headrest. Capacitive touch sensors may detect a touch by determining the driver and/or passenger's hand or hands are in proximity with the touch-sensitive portions of the vehicle headrest. In another example, the sensors may be pressure sensors. Pressure sensors may detect and confirm that a driver and/or passenger is touching a touch sensitive portion of the vehicle headrest by measuring the pressure and/or force exerted by the driver and/or passenger in gripping the headrest and by confirming a touch when the measured pressure and/or force exceeds a threshold value. A system may include combinations of different types of sensors as well. For example, a system may include a combination of both capacitive touch sensors and pressure sensors. A system may additionally and/or alternatively include any other appropriate type of sensor. For example, a system may include heat sensors or other types of sensors that can detect touch. After a driver and/or passenger has adjusted the vehicle headrest, the system may re-lock the headrest back into place. The processor106may instruct the adjustment system132to relock the headrest after a set period of time has expired. For example, the average time it takes to adjust a vehicle headrest may be a period of time, X. The system may automatically re-lock the headrest into place after the period of time, X, has expired after releasing the headrest, or after some other set period of time has expired. Additionally, and or alternatively, the sensors may determine that the hands of the driver and/or passenger are no longer contacting the vehicle headrest. The system may re-lock the headrest into place immediately upon determining that the hands of the driver and/or passenger are no longer contacting the headrest. Alternatively, the system may re-lock the headrest into place after determining both that the hands of the driver and/or passenger are no longer contacting the headrest and after a set period of time following the detected lack of contact with the headrest has elapsed. In an alternative embodiment, vehicle movement may be detected directly using sensors120and may be used to determine whether or not the system may unlock the headrest304for adjustment. For example, sensors120may directly detect that a vehicle is in use in a number of different ways. In one example, sensors120may include force sensors that detect acceleration of a vehicle. In another example, sensors may detect contact and/or pressure on the throttle pedal. Other examples exist. If movement of a vehicle is detected by sensors120, the processor106may instruct adjustment system132to keep the headrest locked, since it is not safe to adjust the headrest while the vehicle is in motion. Sensors120may also sense that vehicle movement has stopped. If sensors120detect that vehicle movement has stopped for a threshold period of time, processor106may instruct adjustment system132to unlock headrest and allow adjustment. Since the vehicle is currently not in motion, the driver is likely not driving the vehicle and may safely adjust the headrest. The systems and methods described above may be integrated into a new seat back/headrest system and may form a component of a new vehicle. However, in another embodiment, an existing seat back/headrest system in a vehicle may be retrofitting to include the features described above. For example, a vehicle may include an existing seatback/head rest system, similar to the system300shown inFIG.3. Retrofitting the existing system may involve adding touch sensors to and/or embedding touch sensors into the existing headrest. Retrofitting may also involve replacing an existing lock/unlock mechanism with a smart mechatronic lock/unlock system. Retrofitting may further involve adding a wired or wireless connection to the sensors and smart mechatronic lock/unlocking system and existing or added vehicle circuitry. For instance, an existing vehicle ECU may be updated with instructions for operating the lock/unlock system where appropriate. The retrofitted vehicle may also be equipped with instructions relating to detecting intent to adjust a vehicle and unlocking/locking the headrest, as described in the foregoing paragraphs. Embodiment 2 In one example embodiment of the systems and methods described herein, improved and intuitive headrest adjustment may be accomplished with a smart mechatronic lock-unlock interface that releases and/or secures a vehicle headrest based on detected user intent. Referring now toFIG.3, an example of a seat back/headrest system300is shown. Referring now toFIG.4B, an example of a vehicle headrest304adjustment system equipped with motion sensors404is shown. For example, to determine whether a driver and/or passenger intends to adjust the vehicle headrest304, monitoring sensors may detect when a driver and/or passengers performs a gesture consistent with adjusting the vehicle headrest304. A vehicle headrest304may include motion sensors404configured on or within the vehicle headrest304itself. Motion sensors404may include, for example, camera sensors, sonar, radar, LIDAR, and additionally or alternatively any other appropriate motion sensor. The system may include any type or combinations of types of motion sensors. Motion sensors404may be located in any part of the vehicle headrest304itself and/or on some other part of the vehicle. The motion sensors404may be configured to detect a hand gesture performed by the driver and/or passenger that is consistent with intent to adjust the vehicle headrest304. For example, a hand gesture consistent with intent to adjust the vehicle headrest may a hand gesture that is naturally associate with adjusting a vehicle headrest. For example, when a driver and/or passenger intends to adjust the vehicle headrest, the driver and/or passenger may reach toward the vehicle headrest with both hands. Reaching toward the headrest with both hands may be detected by the motion sensors as a gesture consistent with adjust the vehicle headrest. Other natural hand gestures consistent with adjust the vehicle headrest may also be detected by the motion sensors. A hand gesture may also be a pre-set hand gesture that the driver and/or passenger knows in advance signifies that the driver and/or passenger intends to adjust the vehicle headrest. For example, the system may contain instructions that a “thumbs up” gesture signifies the driver and/or passenger intends to adjust the vehicle headrest. The driver and/or passenger may perform a “thumbs up” gesture when the driver and/or passenger intends to adjust the vehicle headrest. The motion sensors may detect the “thumbs up” gesture and may determine that the driver and/or passenger intends to adjust the vehicle headrest. Other pre-set hand gestures, such as waving, or any other appropriate gesture, may also signify that the driver and/or passenger intends to adjust the vehicle headrest. The motion sensors404may also be configured to detect a hand gesture by a driver and/or passenger that is both consistent with intent to adjust the vehicle headrest304and consistent with safe vehicle operation. For example, the motion sensors404may detect that a driver and/or passenger is reaching out towards the vehicle headrest with both hands. Alternatively, the motions sensors404may detect that the driver and/or passenger is performing a double “thumbs up” gesture, i.e., the driver and/or passenger is gesturing with both hands, each hand forming a “thumbs up” gesture. The sensors may be further configured to distinguish between one handed and dual-handed gestures based on any configuration and/or combination of motion sensors. When the sensors determine that a driver and/or passengers is performing a dual-handed gesture, the system may determine that the driver and/or passenger intends to adjust the vehicle headrest. When the sensors determine that a driver and/or passengers is performing a dual-handed gesture, the system may determine both that the driver and/or passenger intends to adjust the vehicle headrest and that adjusting the headrest is consistent with safe vehicle operation. For example if a driver is attempting to adjust the headrest and the driver performs a dual-handed gesture, the system may determine that the driver is not gripping the steering wheel with one or both hands. Because the driver is not touching the steering wheel, the system may determine the driver is not currently operating the vehicle and that it is safe to adjust the headrest now. Motion sensors404may detect a gesture that indicates a driver/passenger intends to adjust the headrest. Motion sensors404may be part of the sensors120described inFIG.1. For instance, motion sensors124and/or camera sensors126may include motion sensors404. Upon detecting and confirming that a passenger and/or driver intends to adjust the vehicle headrest304, the system100may unlock locks securing the headrest304in place. The processor106may, upon receiving information from sensors120, confirm intent to adjust the headrest. The processor106may then send instruction to adjustment system132to unlock the headrest. The sensors120, processor106, and adjustment system132may communicate via a wired connection or wireless communication. For example, the adjustment system132may include wired or wireless controls for the smart mechatronic lock which unlocks or locks the headrest into place. Unlocking the locks securing the headrest304in place may allow the driver and/or passenger to freely move the vehicle headrest304into the desired position. For example, unlocking the locks may allow the driver and/or passenger to pull the headrest304upward and away from the seat302to a desired height by pulling the headrest304along rods310,312connecting the headrest304to the seat302. Unlocking the locks may also allow the driver and/or passenger to push the headrest304downward and toward the seat302to a desired height by pushing the headrest304along the rods310,312connecting the headrest304to the seat302. Unlocking the locks may also allow the driver and/or passenger to tilt the headrest304at an angle relative to the seat302. In one embodiment, the system may only unlock locks securing the vehicle headrest304upon detecting and confirming both that a passenger and/or driver intends to adjust the vehicle headrest304and that adjusting the headrest304is consistent with safe operation of the vehicle. In an example embodiment, a vehicle headrest may be equipped with motion sensors that are configured to detect when the driver and/or passenger performs a dual-handed gesture indicating the driver and/or passenger intends to adjust the headrest. The system may unlock the headrest only upon detection and confirmation of a detected dual-handed gesture. Requiring a dual-handed gesture may offer several advantages. For example, requiring a dual-handed gesture may prevent false positives. For example, a driver may accidently perform a gesture consistent with intent to adjust the vehicle headrest, such as a “thumbs up” while communicating with a passenger in the vehicle. If the system were configured to detect only a single-handed gesture, the headrest may unlock inadvertently and potentially in a situation in which unlocking the headrest is dangerous, i.e., while the driver is operating the vehicle. Requiring a dual-handed gesture may eliminate or reduce the likelihood of a false positive. Additionally, a driver may be tempted to adjust the headrest with one hand while driving with the other hand on the steering wheel. It may be dangerous for the system to release the headrest in this scenario as the headrest would be loose while the driver is operating the vehicle. Requiring a dual-handed gesture to unlock the headrest may reduce the likelihood of a driver attempting to adjust the headrest while operating the vehicle. Performing a dual-handed gesture means both hands must be performing the gesture and the driver cannot be simultaneously performing the gesture and touching the steering wheel. This eliminates or reduces the possibility that a driver will attempt to adjust the headrest while operating the vehicle, since a driver would likely need to keep at least one hand on the steering wheel to operate the vehicle. After a driver and/or passenger has adjusted the vehicle headrest, the system may re-lock the headrest back into place. The processor106may instruct the adjustment system132to relock the headrest after a set period of time has expired. For example, the average time it takes to adjust a vehicle headrest may be a period of time, X. The system may automatically re-lock the headrest into place after the period of time, X, has expired after releasing the headrest, or after some other set period of time has expired. Additionally, and or alternatively, the sensors may determine that the driver and/or passenger is no longer adjusting the headrest and/or performing gestures consistent with adjust the headrest. The system may re-lock the headrest into place immediately upon determining that the driver and/or passenger is no longer adjusting the headrest. The motion sensors may also detect a hand gesture that indicates the driver and/or passenger has completed adjusting the headrest. The completion gesture may be the same as the intent to adjust gesture or it may be a different gesture. The system may re-lock the headrest into place immediately upon determining that the driver and/or passenger has performed the completion gesture. Alternatively, the system may re-lock the headrest into place after determining either that the passenger and/or driver is no longer adjusting the headrest or that the driver and/or passenger has performed a completion gesture and after a set period of time following the detected lack of adjustment or detected completion gesture has elapsed. In an alternative embodiment, vehicle movement may be detected directly using sensors120and may be used to determine whether or not the system may unlock the headrest304for adjustment. For example, sensors120may directly detect that a vehicle is in use in a number of different ways. In one example, sensors120may include force sensors that detect acceleration of a vehicle. In another example, sensors may detect contact and/or pressure on the throttle pedal. Other examples exist. If movement of a vehicle is detected by sensors120, the processor106may instruct adjustment system132to keep the headrest locked, since it is not safe to adjust the headrest while the vehicle is in motion. Sensors120may also sense that vehicle movement has stopped. If sensors120detect that vehicle movement has stopped for a threshold period of time, processor106may instruct adjustment system132to unlock headrest and allow adjustment. Since the vehicle is currently not in motion, the driver is likely not driving the vehicle and may safely adjust the headrest. The systems and methods described above may be integrated into a new seat back/headrest system and may form a component of a new vehicle. However, in another embodiment, an existing seat back/headrest system in a vehicle may be retrofitting to include the features described above. For example, a vehicle may include an existing seatback/head rest system, similar to the system300shown inFIG.3. Retrofitting the existing system may involve adding motion sensors to the existing headrest. Retrofitting may also involve replacing an existing lock/unlock mechanism with a smart mechatronic lock/unlock system. Retrofitting may further involve adding a wired or wireless connection to the sensors and smart mechatronic lock/unlocking system and existing or added vehicle circuitry. For instance, an existing vehicle ECU may be updated with instructions for operating the lock/unlock system where appropriate. The retrofitted vehicle may also be equipped with instructions relating to detecting intent to adjust a vehicle and unlocking/locking the headrest, as described in the foregoing paragraphs. Embodiment 3 In one example embodiment of the systems and methods described herein, improved and intuitive headrest adjustment may be accomplished with a power-assist function that assists a driver and/or passenger in moving a vehicle headrest into a desired position. Referring now toFIGS.6A and6B, example of a power-assist system500are shown. A power-assist system500may include electric motors520that may assist the driver and/or passenger in moving the vehicle headrest504. The power-assist system500may also include force sensors530located within the vehicle headrest504itself. The force sensors530may measure force applied to a vehicle headrest504by a driver and/or passenger. In one embodiment, force sensors530may measure the force applied by a driver and/or passenger when the driver and/or passenger is attempting to move the vehicle headrest504in a vertical direction. The force sensors530may determine both that a driver and/or passenger is exerting a force on the headrest504an that the driver and/or passenger is applying a force in a selected direction. The system500may determine that when a driver and/or passenger applies a force on the headrest504in a selected direction, the driver and/or passenger intends to move the headrest504in the selected direction. When the force sensors530detect that a driver and/or passenger is attempting to move the vehicle headrest504in a selected direction, the power-assist system500may actuate electric motors520. The electric motors520may move the vehicle headrest504in the selected direction. Force sensors530may detect a force that indicates a driver/passenger intends to move the headrest in a selected direction. Force sensors530may be part of the sensors120described inFIG.1. Upon detecting and confirming that a passenger/driver intends to adjust the headrest304in a selected direction, the system100may activate a power assist function. The processor106, upon receiving information from the sensors120, may confirm intent to adjust the headrest in a selected direction. The processor106may then send instructions to the power assist system134to move the headrest in the selected direction. The sensors120, processor106, and power assist system134may communicate via a wired connection or wireless communication. For example, the power assist system134may include wired or wireless controls for the motors520which move the headrest into place. For example, a driver may intend to adjust a vehicle headrest504as shown inFIG.5A. The driver may push down on the vehicle headrest504. The force sensors530may determine that the driver is exerting a force on the vehicle headrest504. The system500may then determine that the driver intends to move the vehicle headrest. The force sensors530may further determine that the driver is exerting a downward force on the vehicle headrest504. The system500may then determine that the driver intends to move the vehicle headrest504downward and toward the seat502. The system500may then actuate electric motors520to perform the downward movement. The electric motors520may move the headrest504downward toward the seat502by moving the headrest504downward along rods510,512connecting the headrest504to the seat502. After the motors520have moved the headrest downward, the headrest may occupy a position as shown inFIG.5B. In another example, a driver may push up on the vehicle headrest504. The force sensors530may detect this upward force and the system500may actuate the electric motors520to move the headrest504in an upward direction. When a driver is finished adjusting the headrest into the desired position, the driver may stop applying a force to the headrest. The force sensors530may detect that the driver is no longer applying a force to the headrest. The system500may determine that the driver is finished adjusting the headrest. The system500may stop the electric motors520to stop moving the headrest504. The force sensors530may also detect a counter-force. For example, the driver may push upwards on the headrest, indicating that the driver wished to move the headrest upwards. The system may actuate the motors520which may move the headrest upward in the direction indicated by the driver. Once the headrest reaches the position desired by the driver, the driver may push the headrest downward, pull the headrest downward, or hold the headrest in place, counteracting the upward motion of the headrest. The force sensor may detect this counter-force applied by the driver. The system500may determine that the driver is finished adjusting the headrest. The system500may stop the motors520to stop moving the headrest504. Additionally, the system500may configured to automatically stop moving the headrest when the headrest has reached a certain position. For example, the system may be configured to automatically stop moving the headrest downward when the headrest reaches a position where it is contacting the seat502, as shown inFIG.5B. In another example, the system may be configured to automatically stop moving the headrest upward when further upward movement would cause the headrest504to come loose from the rods510,512connecting the headrest to the seat502. The system may also be configured to automatically stop moving the headrest in other positions. For example, a driver and/or passenger may save a pre-set desired headrest position. The system may automatically stop adjusting the headrest when it reaches a desired pre-set headrest position. Other configurations are also possible. In an alternative embodiment, vehicle movement may be detected directly using sensors120and may be used to determine whether or not the system may unlock the headrest304for adjustment. For example, sensors120may directly detect that a vehicle is in use in a number of different ways. In one example, sensors120may include force sensors that detect acceleration of a vehicle. In another example, sensors may detect contact and/or pressure on the throttle pedal. Other examples exist. If movement of a vehicle is detected by sensors120, the processor106may instruct adjustment system132to keep the headrest locked, since it is not safe to adjust the headrest while the vehicle is in motion. Sensors120may also sense that vehicle movement has stopped. If sensors120detect that vehicle movement has stopped for a threshold period of time, processor106may instruct adjustment system132to unlock headrest and allow adjustment. Since the vehicle is currently not in motion, the driver is likely not driving the vehicle and may safely adjust the headrest. The systems and methods described above may be integrated into a new seat back/headrest system and may form a component of a new vehicle. However, in another embodiment, an existing seat back/headrest system in a vehicle may be retrofitting to include the features described above. For example, a vehicle may include an existing seatback/head rest system, similar to the system300shown inFIG.3. Retrofitting the existing system may involve adding force sensors and motors to the headrest. Retrofitting may further involve adding a wired or wireless connection to the force sensors and motor and existing or added vehicle circuitry. For instance, an existing vehicle ECU may be updated with instructions for operating the power assist function where appropriate. The retrofitted vehicle may also be equipped with instructions relating to detecting a force applied to a headrest in a direction for a threshold period, as described in the foregoing paragraphs. The instructions may further relate to moving the headrest with the motor in the direction of the detected force. Embodiment 3, the power assist-function may be combined with embodiment 1, the touch sensor headrest adjustment system and/or embodiment 2, the motion sensor headrest adjustment system. Though each of these embodiments are described separately, the descriptions are in no way intended to limit application of any of the embodiment described herein. Embodiments may be performed independently or may be combined in any matter. For instance, embodiments 1 and 3 may be combined in a system leveraging touch sensors to determine a driver and/or passenger wishes to adjust a headrest and a power-assist function to assist the driver and/or passenger in moving the headrest into the desired position. As another example, embodiments 2 and 3 may be combined in a system leveraging motion sensors to determine a driver and/or passenger wishes to adjust a headrest and a power-assist function to assist the driver and/or passenger in moving the headrest into the desired position. As another example, embodiments 1 and 2 may be combined in a system leveraging both touch and force sensors to determine a driver and/or passenger wished to adjust a headrest. Such system may, optionally, further include the power-assist function of embodiment 3 to facilitate adjustment of the headrest. It should be understood that the various features, aspects and functionality described in one or more of the individual embodiments are not limited in their applicability to the particular embodiment with which they are described. Instead, they can be applied, alone or in various combinations, to one or more other embodiments, whether or not such embodiments are described and whether or not such features are presented as being a part of a described embodiment. Thus, the breadth and scope of the present application should not be limited by any of the above-described exemplary embodiments. Terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. As examples of the foregoing, the term “including” should be read as meaning “including, without limitation” or the like. The term “example” is used to provide exemplary instances of the item in discussion, not an exhaustive or limiting list thereof. The terms “a” or “an” should be read as meaning “at least one,” “one or more” or the like; and adjectives such as “conventional,” “traditional,” “normal,” “standard,” “known.” Terms of similar meaning should not be construed as limiting the item described to a given time period or to an item available as of a given time. Instead, they should be read to encompass conventional, traditional, normal, or standard technologies that may be available or known now or at any time in the future. Where this document refers to technologies that would be apparent or known to one of ordinary skill in the art, such technologies encompass those apparent or known to the skilled artisan now or at any time in the future. The presence of broadening words and phrases such as “one or more,” “at least,” “but not limited to” or other like phrases in some instances shall not be read to mean that the narrower case is intended or required in instances where such broadening phrases may be absent. The use of the term “component” does not imply that the aspects or functionality described or claimed as part of the component are all configured in a common package. Indeed, any or all of the various aspects of a component, whether control logic or other components, can be combined in a single package or separately maintained and can further be distributed in multiple groupings or packages or across multiple locations. Additionally, the various embodiments set forth herein are described in terms of exemplary block diagrams, flow charts and other illustrations. As will become apparent to one of ordinary skill in the art after reading this document, the illustrated embodiments and their various alternatives can be implemented without confinement to the illustrated examples. For example, block diagrams and their accompanying description should not be construed as mandating a particular architecture or configuration. | 63,509 |
11858396 | DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS With reference next to the drawings, there is a shown a vehicle headrest safe10, and particularly a vehicle headrest gun safe10in a preferred form of the present invention. The headrest safe10is used in conjunction with the seat S of the automobile, motorcycle, truck, or any other vehicle having a seat, collectively referenced hereinafter as automobile, and preferably is aesthetically designed to be substituted for the standard seat headrest of the automobile to provide a uniform appearance to the automobile's interior. The headrest safe10includes an exterior housing12which is made of a material and shaped to conform to or resemble the standard, stock headrest of that particular automobile. The exterior housing12defines an interior chamber15. The exterior housing12includes a front surface16which faces forward with respect to the automobile, a rear surface18facing rearwardly, a left side surface20, a right side surface22, a top surface24and a bottom surface26. The left and right side surfaces20and22face laterally with respect to the automobile so that one side surface faces either the driver when mounted to the passenger seat or faces the passenger when mounted to the driver's seat. The exterior housing12may be comprised of a flexible exterior cover or covering and a soft cushion or filler material underlying the cover. The exterior housing12may also has a metal or rigid sub-housing to provide structural support. The interior surface of left side wall surface20may include a padded or resilient layer. The right side surface22includes a pivotal housing door66that moves between an open position and a closed position through a hinge65. A hollow metal enclosure, housing, box, or container34is positioned within the interior of the exterior housing12and is removable from the exterior housing12so that the container34may be completely removed from the exterior housing12and transported separately from the exterior housing12. The container34includes a tubular main or body portion36having an open end or opening37and a pivotal, reciprocating side door38having a hinge40which pivots the side door38from a closed position closing the body portion opening37(shown in phantom lines inFIG.1), to an open position allowing access to the interior of the container34through opening37, shown inFIG.2. The container main portion36has a bottom wall44, top wall46, two side walls48, and an end wall50oppositely disposed from the side door38. The bottom wall44may have soft or resilient pads or feet51to cushion the container34. The container34may include a recessed carrying handle53. The resilient feet and resilient layer aid in providing a snug fit between the exterior housing12and the container34when the container34is mounted within the exterior housing12, which also aids in eliminating any rattling or noise occurring as a result of contact between these components. The pivotal side door38includes a lock or locking device56that prevents the unauthorized opening of the side door38. The lock56may be a biometric lock having a fingerprint reader58, a number combination lock, a key lock, of any other conventionally known type of lock. The lock56maintains the side door38in its closed or locked position. The container34also have an L-shaped releasable catch55mounted to the interior side of the side door38. The end54of the releasable catch resides within a catch receiver61when the side door38is in a closed position, as shown inFIGS.2and4, and resides outside the catch receiver61when the side door38is in an open position, as shown inFIG.1. With the release catch55residing within the catch receiver61, the container34cannot be removed from the exterior housing12. The pivotal housing door66overlies the container side door38. The housing door66and underlying door38are preferably located on the left side surface20of a passenger seat so that the housing door66is facing the driver of the automobile, assuming a left side driver's seat position. Of course, should the headrest safe be mounted to a driver's seat, the housing door66, and underlying side door38, should be positioned on the right side surface22facing the passenger positioned on the passenger seat. The housing door66moves independently of the container side door38between a closed or locked position and an open position. The housing door38includes a resilient or spring biased catch or release67having a detent69that is releasably positionable within a detent or release hole73extending through the top surface24of the exterior housing12. The headrest safe10may be coupled to the automobile seat through any conventionally known mounting means, and preferably couples to the seat through the same means as the original manufactured car seat headrest. For example, the headrest10may be coupled to the seat through a single mounting post, double mounting posts, or the like. The mounting means should be robust enough to prevent the theft of the headrest safe by its forcible removal from the seat. The drawings illustrate a double mounting post assembly80having two posts82and a mounting plate84coupled to the bottom surface of the exterior housing12. In use, the headrest safe10is coupled to the seat S of an automobile in the same position as the originally manufacturer's headrest. As the headrest safe is primarily configured to be accessible to the automobile driver, the headrest safe10is shown mounted to the passenger seat of the automobile of a left side driver position automobile. As such, the housing door66and underlying container door38are on the left side of the headrest facing the driver, although the opposite configuration may be made should the headrest safe10be mounted to the driver's seat for use and access by a passenger, again assuming a left drive automobile. A person may place a pistol or gun G within the headrest safe10by opening the housing door66and container side door38through the unlocking activation of the lock56, by placing a recognized, preprogrammed finger upon the fingerprint reader, entering the correct number combination, or utilizing a key. The actuation of the lock allows the side door38to pivotally move from its closed position to its open position. The side door38may then be moved to the closed or locked position to secure the pistol within the headrest safe10. The housing door66is then moved to its closed position concealing the container34within a headrest structure that looks to be conventional. The housing door66is maintained in the closed position by the release catch detent69once again residing within exterior housing hole73. It should also be noted that the positioning of the side door38on the side of the headrest allows for direct access by the person in the oppositely disposed seat. This is a distinct advantage over the prior art wherein the door was positioned on the rear of the headrest, facing the back of the automobile. Such a rearward facing door does not allow for quick and access to the interior of the headrest container and the pistol therein. The container34is released from the exterior housing12by the opening of the container door38, which causes the end of the L-shaped releasable catch55to be removed from the catch receiver61thereby allowing manual removal of the container34from the exterior housing12. The container34may then be removed from the exterior housing12and the housing door66is returned to its closed position. The placement of the L-shaped releasable catch55within the catch receiver61prevents the unauthorized removal or theft of the container34and the pistol therein, as the container lock must be released prior to container removal. As an option, the container34may also include a removable strap to aid in carrying the container34. The removability of the interior container34from the exterior housing12allows the interior container34to be transported independently of the exterior housing12and the car in which the automobile headrest safe10is located. The interior container34may then be transported in a locked configuration anywhere, including into the home of the use. This allows for the gun to be safely locked at all times whether it is being transported by car, stowed in a house or other structure, or being transported between two locations wherein the gun must be locked in a safe at all times. It should be understood that the term vehicle headrest has been used herein to describe the invention. However, in some vehicles the headrest may be better described as a backrest, such as with vehicles like motorcycles. As such, the term headrest is intended to include a backrest of some vehicles. Variations of the headrest safe fall within the spirit of the claims, below. It will be appreciated that the inventions are susceptible to modification, variation, and change without departing from the spirit thereof. | 8,882 |
11858397 | The realization of the aim, functional characteristics, advantages of the present disclosure are further described specifically with reference to the accompanying drawings and embodiments. DETAILED DESCRIPTION The technical solutions of the embodiments of the present disclosure will be clearly and completely described in the following with reference to the accompanying drawings. It is obvious that the embodiments to be described are only a part rather than all of the embodiments of the present disclosure. All other embodiments obtained by persons skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention. It is to be understood that, all of the directional instructions in the exemplary embodiments of the present disclosure (such as top, down, left, right, front, back) can only be configured to explaining relative position relations, moving condition of the elements under a special form (referring to FIGS.), and so on, if the special form changes, the directional instructions change accordingly. In addition, the descriptions, such as the “first”, the “second” in the present disclosure, can only be configured to describing the aim of description, and cannot be understood as indicating or suggesting relative importance or impliedly indicating the number of the indicated technical character. Therefore, the character indicated by the “first”, the “second” can express or impliedly include at least one character. In addition, the technical proposal of each exemplary embodiment can be combined with each other, however the technical proposal must base on that the ordinary skill in that art can realize the technical proposal, when the combination of the technical proposals occurs contradiction or cannot realize, it should consider that the combination of the technical proposals does not exist, and is not contained in the protection scope required by the present disclosure. Referring toFIGS.1-5and20, the present disclosure provides a seat support100aaccording to a first embodiment. The seat support100aincludes a support member1a, a first connecting member2aand a second connecting member3a. The support member1aincludes a support portion11aand an anti-skid portion12a. The support portion11ais a sheet, the support portion11aincludes a back side1101aand a front side1102a, and the anti-skid portion12ais arranged on the back side of the support portion11a. The first connecting member2ais fixedly connected with a first end (i.e. a front end) of the support portion11a, and the first connecting member2aand the first end of the support member1aenclose a first connecting portion101a. The second connecting member3ais fixedly connected with a second end (i.e. a rear end) of the support portion11a, and the second connecting member3aand the second end enclose a second connecting portion34a. In an embodiment, the anti-skid portion12ais an anti-skid layer arranged on the back side1102a, and the anti-skid layer12ais made of an anti-skid material, such as silicone, rubber, nylon, and woven materials with rough surfaces. The seat support100ais connected with the seats of a vehicle, such as a car, a bus, a high-speed train, an airplane, and the like. A part of the seat support100ais arranged on a seat cushion2011of the back seat assembly201and connected with a backrest2013of the back seat, and another part of the seat support100ais connected with the front seat assembly202. An area of the seat support100abetween the seat cushion2011and the front seat assembly202is regarded as a suspension portion2012. User can sit on the seat cushion2011of the back seat assembly201, and place legs and foot on the suspension portion2012. In this way, user's legs are supported and the pressures on the legs are relieved. The anti-skid portion12aon the support member1acan increase a friction between the support member1aand the seat cushion2011. Even if user continuously adjusts his sitting postures, the support member1acan fit with the seat cushion2011orderly. The support portion11ais a sheet, that is, the support portion11ais thin, small in size and light in weight, so the seat support100acan be easily carried when traveling. Specifically, the first connecting member2ais fixedly connected with the front seat assembly202, and the second connecting member3ais fixedly connected with the back seat assembly201. In this way, the support member1ais firmly connected between the back seat assembly201and the front seat assembly202. It should be understood that the first connecting member2aand the second connecting member3aare both provided with an adjustment buckle (not labeled), lengths of the first connecting member2aand the second connecting member3acan be adjusted to adapt to seats with different sizes, so the support member1ais firmly connected between the back seat assembly201and the front seat assembly202. Of course, the first connecting member2aand the second connecting member3acan further be elastic, and the sizes of the first connecting member2aand the second connecting member3acan further be adjusted. The first connecting member2aincludes a covering portion211acovering the support portion11a, and at least a part of the covering portion211ais not sewn with the support portion11a, or the covering portion211ais completely sewn with the support portion11a; the covering portion211apasses through the support portion11a, and the covering portion211ais a one-piece structure. The support member1ais flatly laid between the front seat assembly202and back seat assembly201, and the first connecting member2aand the second connecting member3aare used to fix the support member1a. The first connecting member2ais fixedly connected with the front seat assembly202, and the second connecting member3ais fixedly connected with the back seat assembly201. In this way, the support member1acan be stably arranged between the front seat assembly202and the back seat assembly201, and the suspension portion2012of the support member1acan support user's feet and the legs, thereby alleviating the acid swellings and numbness of the feet and the legs. The anti-skid portion12acan increase the friction between the support portion11aand the seat cushion2011, so that the support portion11awill not move under a movement of user. Further, referring toFIGS.1-2, the support portion11ais made of flexible material. The support portion11aincludes an inner layer111aand a surface layer112afixedly connected with the inner layer111a. The anti-skid portion12ais arranged on the inner layer111aand protruded from an outer surface of the inner layer111a. Specifically, a periphery of the inner layer111ais fixedly connected with a periphery of the surface layer112a. In one embodiment, areas of the inner layer111aexcept the periphery are not separated from areas of the surface layer112aexcept the periphery, that is, the inner layer111ais completely fixedly with the surface layer112a. In another embodiment, at least a portion of areas of the inner layer111aexcept the periphery is fixedly connected with an area of the surface layer112aexcept the periphery, that is, the inner layer111ais not completely fixedly with the surface layer112a. In order to facilitate the storage and enhance user comfort, the support portion11ais made of a flexible material. The support portion11ais preferably made of a breathable flexible material, so it's very breathable for the user's hip and feet. The support portion11ahas a double-layer structure, which is convenient to increase the thickness of the support portion11a. So that, the user will not feel the presence of the anti-skid portion12awhen sitting on the support portion11a. Further, it is further conducive to the setting of the anti-skid portion12aon the thick support portion11a. When the anti-skid portion12ais made of plastic materials, the plastic materials are usually injected onto the inner layer111a, and the inner layer111ais set thinner, which can facilitate the attachment of plastic materials. It should be understood that in order to further increase the comfort of the support portion11a, sponge or cotton can be filled between the inner layer111aand the surface layer112a. Further, please referring toFIG.2, the inner layer111ais made of flexible material, such as cloth, fiber, paper cloth, polyurethane, PVC (Polyvinyl Chloride) flocking, etc. The periphery of the inner layer111ais fixedly connected with the periphery of the surface layer112a. The anti-skid portion12ais arranged on the outer surface of the inner layer111a. The inner layer111ais also fixedly connected to a middle portion of the surface layer112a. The anti-skid portion12aincludes a plurality of anti-skid bumps121a, which are arranged on the outer surface of the inner layer111a. The anti-skid bump121ais made of plastic, silicone, or rubber. The anti-skid bumps121aare uniformly arranged on the back side; or the anti-skid bumps121aare randomly arranged on the back side. The anti-skid bump121ahas a diameter of about 0-200 mm, for example, the anti-skid bump121ahas a diameter of 0.1 mm, 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 10 mm, 50 mm, 100 mm, 150 mm, or 200 mm. The anti-skid bump121ahas a height of about 0-20 mm, for example, the anti-skid bump121ahas a height of 0.1 mm, 0.2 mm, 0.5 mm, 1 mm, 1.5 mm, 2 mm, 5 mm, 10 mm, 15 mm, or 20 mm A space between two adjacent anti-skid bumps121ais about 0-200 mm, for example, the space between two adjacent anti-skid bumps121ais 0.1 mm, 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 10 mm, 50 mm, 100 mm, 150 mm, or 200 mm. The anti-skid bumps121aare arranged in a plurality of bump groups, diameters of bumps in each bump groups gradually decrease or increase in a direction from the back seat assembly201to the front seat assembly202, or heights of bumps in each bump groups gradually decrease or increase in a direction from the back seat assembly201to the front seat assembly202. The cloth material has a good air permeability, and the anti-skid portion12acan be quickly bonded with the inner layer111aduring injection molding. In order to ensure that the anti-skid portion12awill not affect the comfort of the seat support100a, the anti-skid portion12ais set as a plurality of anti-skid bumps121a, so that user can hardly feel the presences of the anti-skid bumps121aeven when he is sitting on the support portion11a. Further, a thickness of the surface layer112ais greater than that of the inner layer111a. The thinner inner layer111acan facilitate a rapid prototyping of anti-skid bumps121a, and the thicker surface layer112acan reduce the presences of anti-skid bumps121a. Further, the inner layer111aand the surface layer112aare made of flexible material, such as cloth, fiber, paper cloth, polyurethane, PVC (Polyvinyl Chloride) flocking, etc., and the periphery of the inner layer111ais sewn and fixedly connected with the periphery of the surface layer112a. The cloth has a good air permeability. Both the surface layer112aand the inner layer111aare made of cloth, so the surface layer112aand the inner layer111acan be easily stored, carried and cleaned. Further, both the first connecting member2aand the second connecting member3aare fixedly connected with the outer surface of the surface layer112aof the support portion11a, to prevent the first connecting member2aand the second connecting member2afrom affecting the arrangement of the anti-skid portion12a. In another embodiment, the first connecting member2aor the second connecting member3acan also be arranged on an inner surface of the surface layer112aor an inner surface of the inner layer111a. In a further embodiment, the first connecting member2aor the second connecting member3acan also be arranged on an outer surface of the inner layer111a. Further, referring toFIGS.1and2, the first connecting member2aincludes a connecting belt21a(which can be a long mesh belt), a connecting part22a(which can be a clamping seat), and a connecting part23a(which can be a clamping head). A middle section of the connecting belt21ais fixedly connected with the support portion11a, and both ends of the connecting belt21aextend outside the support portion11a. One end of the connecting belt21ais connected with the connecting part22a, the other end is connected with the connecting part23a. When the connecting part22ais detachably connected with the connecting part23a, the connecting belt21a, the connecting part22a, the connecting part23a, the support portion11aenclose the connecting portion24a. The connecting belt21amay be connected with the inner layer111aor the surface layer112aor connected between the inner layer111aand the surface layer112a. The second connecting member3aincludes two connecting belts31a(which can be medium length mesh belt), a connecting part32a(which can be a clamping seat) and a connecting part33a(which can be a clamping head). One end of the connecting belt31ais fixedly connected with a corner at the first end of the support portion11a, and the other end extends out of the support portion11a. One of the two connecting belts31ais fixedly connected with the connecting part32a, the other one is fixedly connected with the connecting part33a. When the connecting part32ais clamped with the connecting part33a, the two connecting belts31a, the connecting part32a, the connecting part33aand the support portion11aenclose the second connecting portion34a. The connecting part22ais clamped with the connecting part23ato form a ring shaped connecting portion24a. The ring shaped connecting portion24asleeves on the backrest2021of the front seat assembly202(seeFIG.4), or sleeves on a table2022arranged on the front seat assembly202(seeFIG.5), or sleeves on a connecting element2023which is configured to connect the table2022with the backrest2021. In addition, both ends of the connecting belt21acan pass the backrest2021of the front seat assembly202from both sides, and then the connecting part22ais clamped in the connecting part23a, so that the seat support100acan be connected with the front seat assembly202rapidly. The two second connecting belts31amay be asymmetrically connected with the support portion11a, so that seat support100ahas a high the fault tolerance. The second connecting belts31aform an annular second connecting portion34aby connecting the connecting part32awith the connecting part33a. The second connecting portion34acan sleeve on the back seat assembly201, to connect the seat support100awith the back seat assembly201. The second connecting portion may be installed in the same way as the first connecting portion, so it will not be described here. It should be understood that the connecting belt21aand the connecting belt31aare fixedly connected with the support portion11aby sewing. In this way, the connecting belt21aand the connecting belt31aare relatively stably connected with the support portion11a. It should be understood that the connecting part22ais adapted to the connecting part23a, and can be connected and matched with each other. This connection mode is simple and reliable, and is convenient for users to operate. Referring toFIG.6, the present disclosure provides a seat support100baccording to a second embodiment. The seat support100bis similar to the seat support100ain structure, and the differences between the two at least include: the first connecting member2bis an elastic belt21b, two ends of the elastic belt21bare fixedly connected with two corners of the first end of the support portion11a, and the elastic belt21band the support portion11aenclose the connecting portion24b. User can adjust the length of the elastic belt21bmore quickly than the adjusting buckle. The two ends of the elastic belt21bare fixedly connected with the support portion11bto forms the annular connecting portion24bwhich can sleeve on the front seat assembly202. The second connecting member3bis similar with the second connecting member3ain structure. Referring toFIGS.7-8, the present disclosure provides a seat support100caccording to a third embodiment. The seat support100cis similar to the seat support100ain structure, and the differences between the two at least include: the second connecting member3cincludes two connecting belts31c(which can be short mesh belts), both ends of each connecting belt31care fixedly connected with the support portion11c, and a middle portion of each connecting belt31cis separated from the support portion11cto form a connecting portion34cfor the safety belt to pass through; the first connecting member2cincludes two connecting belts21c(which can be short mesh belts), a connecting belt22c(which can be a mesh belt with a medium length), two connecting parts23c(which can be clamping seats), and two connecting parts24c(which can be clamping heads); ends of the two connecting belts21care fixedly connected with two corners of the second end of the support portion11c, other ends of the two connecting belts21cbently extend out of the support portion11cand connect with the two connecting parts23crespectively; both ends of the connecting belt22care respectively connected with two connecting parts24c; the connecting parts23care clamped with the connecting parts24c; two connecting belts21c, the connecting belt22c, the connecting parts23c, the connecting parts24c, and the support portion11cform the connecting portion25cwhich can sleeve on the backrest2021of the front seat assembly202or connected with the table2022of front seat assembly202; ends of the two connecting belts31care fixed on the support portion11c, and the two connecting belts31cand the support portion11ccooperatively form the connecting portions34c; the safety belts of the back seat assembly201can pass through the two connecting portions34crespectively, and then user fixes the safety belts, so that the second connecting member3ccan further be fixed. In another embodiment, the second connecting member3cis the same as the second connecting member3e, the first connecting member2a, or the second connecting member3b. Referring toFIGS.9-11, the present disclosure provides a seat support100daccording to a fourth embodiment. The seat support100dis similar to the seat support100cin structure, and the differences between the two at least include: the first connecting member2dincludes two connecting belts21d(which can be short mesh belts) and two connecting parts22d(which can be locking hooks, hangers, etc.); end of the two connecting belt21dare fixed at two corners of the first end of the support portion11d, the other ends of the two connecting belts21dare respectively fixedly connected with the connecting parts22d. The connecting parts22dcan be connected with the connecting element2023arranged on the backrest2021of the front seat assembly202or connected with buckles2024of the front seat assembly202arranged on the backrest2021, the buckles2024of the front seat assembly202are used for hanging luggage, so that the first end of the seat support100dcan be fixed on the front seat assembly202. It should be understood that the two connecting parts22dmay also be connected to each other to form a connecting portion24dwhich is configured to connect with the table2022of the front seat assembly202. In an embodiment, the connecting parts22dcan be connected with the buckles2015arranged on two sides of the backrest2013, to connect the seat support100dwith the back seat assembly201. In another embodiment, the connecting parts22dare fixed in the gap between the backrest2013and the seat cushion2011, to connect the seat support100dwith the back seat assembly201. The second connecting member3dis similar as the second connecting member3cin structure. Referring toFIG.12, the present disclosure provides a seat support100eaccording to a fifth embodiment. The seat support100eis similar to the seat support100ain structure, and the differences between the two at least include: the connecting belt31eof the second connecting member3eincludes a covering portion311ecovering the support portion11e, and at least a part of the covering portion311eis not sewn with the support portion11eto form the connecting portion35e; the covering portion311epass through the support portion11ealong a radial direction of the support portion11e. The covering portion311eis a one-piece structure. In an embodiment, two portions of the covering portion311eare not sewn with the support portion11eto form two connection portions35espaced at intervals. The safety belts2016of the back seat assembly201can pass through the two connecting portions35erespectively, and then user fixes the safety belts2016. In this way, the two connecting members3ecan further be fixed. The connecting member2eis similar with the connecting member3ain structure. Referring toFIG.13, the present disclosure provides a seat support100faccording to a sixth embodiment. The seat support100fis similar to the seat support100cin structure, and the differences between the two at least include: the second connecting member3fincludes two connecting belts31fand an elastic belt32f, and both ends of the elastic belt32fare respectively connected with both ends of the support portion11fto form the connecting portion34fwhich can sleeve on the backrest2013; both ends of the connecting belt31fare connected with the support portion11fto form the connecting portion35ffor the safety belt to pass through. The suturing portion of the elastic belt32fand the support portion11fat least partially coincides with the suturing portion of the connecting belt31fand the support portion11f. The connecting member2fis similar with the connecting member3din structure. Please referring toFIG.14, the present disclosure provides a seat support100gaccording to a seventh embodiment. The seat support100gis similar to the seat support100bin structure, and the differences between the two at least include: the seat support100gfurther includes a first sub support1011gand a second sub support1012gconnected with the first sub support1011g; the first sub support1011gis arranged on the seat cushion2011of the back seat assembly201, the second sub support1012gis connected with the front seat assembly202and the first sub support1011gto form the suspension portion2012for supporting the legs and feet; the second connecting member3gincludes at least one connecting belt31gand at least one clamping part32g; the connecting belt31gis connected with the first sub support1011gand extends out of the first sub support1011g; the clamping part32gis connected with the portion of the connecting belt31gand extended out of the first sub support1011g, the clamping part32gmay be round in shape or have other suitable shape; the clamping part32gcan be clamped in a gap between the seat cushion2011of the back seat assembly201and the backrest2013of the back seat assembly201to fix the first sub support1011g; the seat support100gfurther includes two opposite connecting belts21g, a connecting part22g(which may be a clamping seat) and a connecting part23g(which may be a clamping head), the connecting part22gand the connecting part23gare respectively connected with the free ends of the two connecting belts21g, the connecting belts21g, the connecting part22g, the connecting part23gand the second sub support1012gcooperatively form the connecting portion24g, the connecting portion24gsleeves on the front seat assembly202; the second sub support1012gis further provided with a gas charging and discharging member4gto charge and discharge the second sub support1012g. The first sub support1011gand the second sub support1012gmay be made of different or same materials. A width of the second sub support1012gcan be greater than that of the first sub support1011gto support the user's legs well. The second sub support1012gis protruded with two connecting protrusions120g, and two connection belts21gare respectively connected with two connecting protrusions120g. Referring toFIG.15, the present disclosure provides a seat support100haccording to an eighth embodiment. The seat support100his similar to the seat support100bin structure, and the differences between the two at least include: the support portion11hincludes two convex portions113hand two recessed portions114h, the second connecting member3hincludes two connecting belts31h, a connecting part32hand a connecting part33h, and the two connecting belts31hare connected by the connecting part32hand the connecting part33h; one end of the connecting belt31his connected with the convex portion113h, the connecting belt31hand the recessed portion114cooperatively form a connecting portion313hto connect with the safe belt, in detail, the safety belt can pass through the connecting portion313h; the second connecting member3hfurther includes two connecting belts36hfor connecting the connecting belt31hwith the support portion11h; the connecting belt31h, the connecting belt36h, the connecting part32h, the connecting part33h, and the support portion11hform the connecting portion34h. The first connecting member2his similar with the first connecting member2bin structure. Please referring toFIG.16. the present disclosure provides a seat support100iaccording to a ninth embodiment. The seat support100iis similar to the seat support100bin structure, and the differences between the two at least include: the support portion11iincludes a sleeving portion115iconfigured to sleeve on the backrest2013of the back seat assembly201; the second connecting member3ifurther includes two connecting belts37iprotruded from both ends of the support portion11irespectively, a free end of the connecting belt37iis provided with a connecting ring371iconfigured to connect with a hook2014arranged on the back seat assembly201; the connecting belt31iis positioned between the connecting belt37iand an opening of the sleeving portion115i; the connecting belt31iis provided with a clamping ring311i, and the clamping ring311iis detachably clamped with a connecting ring312iconnected with the connecting belt313i, the connecting belt313iis arranged between the connecting belt37iand the connecting belt31i; the second connecting member3ifurther includes two connecting belts38iand two connecting parts39i, each connecting part39iis connected with one connecting belt38i, and the connecting part39ican be clamp with the safety belt of the vehicle. It should be understood that, the first connecting member2isleeves on the back seat assembly201, the connecting parts39iare connected with the safety belts2016or buckles2015on the backrest2013, the connecting belts31iare connected with the front seat assembly202, the sleeving portion115imay be used as a pocket. The first connecting member2ican sleeve the back seat assembly201. The first connecting member2iis similar with the first connecting member2bin structure. Referring toFIGS.17-18, the present disclosure provides a seat support100jaccording to a tenth embodiment. The seat support100jis similar to the seat support100bin structure, and the differences between the two at least include: the seat support100jdoes not include a second connecting member, and the first connecting member2jis connected with the front seat assembly202; the supporting member11ihas a receiving cavity116j, the receiving cavity116jis defined between inner layer111jand the surface layer112jand used to receive an airbag117j, and the airbag117jis provided with an air charging and discharging part118jfor inflating and deflating the airbag117j. Since the support portion11ifurther includes an airbag117j, when the support portion11iand airbag117iare placed on the seat cushion2011of the back seat assembly201, the support portion11iand airbag117ican be stably placed on the seat cushion2011by their own gravity. In addition, user can further fix the support portion11iand airbag117jwhen sitting on the support portion11iand airbag117j. Referring toFIG.19, the present disclosure provides a seat support100kaccording to an eleventh embodiment. The seat support100kis similar to the seat support100cin structure, and the differences between the two at least include: the second connecting assembly3kincludes two connecting belts31k, a connecting part32k, and a connecting part33k, the connecting belts31kare connected with each other by the connecting part32kand the connecting part33k. The above description is merely some embodiments. It should be noted that for one with ordinary skills in the art, improvements can be made without departing from the concept of the present disclosure, but these improvements shall fall into the protection scope of the present disclosure. | 28,647 |
11858398 | DETAILED DESCRIPTION While the disclosure may be susceptible to embodiment in different forms, there is shown in the drawings, and herein will be described in detail, a specific embodiment with the understanding that the present disclosure is to be considered an exemplification of the principles of the disclosure, and is not intended to limit the disclosure to that as illustrated and described herein. Therefore, unless otherwise noted, features disclosed herein may be combined to form additional combinations that were not otherwise shown for purposes of brevity. It will be further appreciated that in some embodiments, one or more elements illustrated by way of example in a drawing(s) may be eliminated and/or substituted with alternative elements within the scope of the disclosure. As shown inFIGS.1-7, a motor vehicle tray20includes a base22, and first and second legs24,26which depend from the base22. The tray20is adapted to sit on a seat (not shown) of a motor vehicle. The base22and legs24,26generally form an L-shape. The base22has an upper planar wall28which defines an upper surface30and a lower surface32, front and rear walls34,36extending downwardly from the lower surface32, side walls38,40extending downwardly from the lower surface32and between the front and rear walls34,36, and a plurality of strengthening ribs42which extend downwardly from the lower surface32. Lower ends of the walls34,36,38,40and the ribs42form a lower end of the base22. The side walls38,40define sides which extend between front and rear ends defined by the front and rear walls34,36. The first leg24depends downwardly from the lower surface32of the upper wall28and is proximate to the rear wall36and the side wall38. The second leg26depends downwardly from the lower surface32, is proximate to the rear wall36and the side wall40, and is spaced apart from the first leg24. Each leg24,26may be hollow such that a cavity44is formed in each leg24,26which extends from an opening46in the upper surface30. Each leg24,26may have a grip material (not shown), such as rubber, provided at the lower end48of each leg24,26. In an embodiment, each leg24,26is perpendicular to the upper wall28. In an embodiment, each lower end48is parallel to the upper wall28. A plurality of spaced apart cups50,52,54may be formed in the upper wall28and depend downwardly from the lower surface32of the upper wall28. Each cup50,52,54has a cavity56formed therein which extends from an opening58in the upper surface30into which articles being used by an occupant of the motor vehicle can be placed. As shown, the cups50,52,54are proximate to the side wall38and are linearly aligned, however, the cups50,52,54may be positioned at any desired position. Positioning of the cups50,52,54proximate to the side wall38and being linearly aligned provides a large planar area60next to the cups50,52,54operating as a level support surface for resting of other articles being used by an occupant of the motor vehicle. While three cups50,52,54are shown, more or fewer cups may be provided. The tray20sits on an empty seat of the vehicle with the legs24,26proximate to the seat back (where the user would rest his/her back) and the lower end48of each leg24,26engaged with the upper surface of the seat cushion (where the user would sit upon). The front wall34is proximate to, or overhangs the front end of the seat cushion, with the lower end of the front wall34or the lower ends of the ribs42engaged with the upper surface of the seat cushion. A driver or passenger uses the tray20as a level surface to place items and keep them secure, organize, or for a recreational use, such as a game board. The grip material on the lower end48of each leg24,26assists in deterring the tray20from slipping off of the seat. In an embodiment, the tray20includes spaced apart hooks62extending from the front wall34. The driver or the passenger can use the hooks62to hang bags, such as a trash bag. While two hooks62are shown, more or fewer hooks62may be provided. In an embodiment, a gripping member64, which may be formed of rubber, is attached to the upper surface30and extends upwardly therefrom. In an embodiment, the gripping member64is proximate to the front and side walls34,38,40and generally forms a U-shape. In an embodiment, the gripping member64is proximate to the front and side walls34,38,40, between the side wall38and the cavities56, and generally forms a U-shape. The gripping member64assists in securing larger items, such as a pizza box, from slipping off of the tray20. In an embodiment, a recess66is provided through the side wall38and is in communication with the cup52(the recess66could also be provided with either of cups50,54). A cable (not shown) of a phone charger can pass through the recess66and into the cup50in the event that a phone (not shown) is within the cup52and being charged. When the tray20is being used in the passenger seat, the recess66may face the driver. In an embodiment, the rear wall36includes an opening68therethrough which may be centered along the rear wall36. As shown inFIGS.7-9, a first strap70is mounted through the opening68such that the first strap70is attached to the tray20and cannot be easily released therefrom. A second strap72is attached to the first strap70and has a seat anchor74at an end thereof. The first strap70has a flexible fabric portion80,82having a buckle78attached thereto along its length such that a first part80of the fabric portion is on a first side of the buckle78and a second part82of the fabric portion is on a second side of the buckle78. In use, the first part80is attached to the rear wall36through the opening68. The second part82extends from the buckle78and can be grasped by a user. The length of the first part80can be adjusted by pulling/pushing the second part82through the buckle78to shorten/lengthen the first part80. In an embodiment, the first part80has a thickened portion84which may be formed by doubling the first part80back onto itself to form two layers and securing the doubled parts together by a weld86, and thereby forming a tail portion88of the first part80. To attach the first part80to the tray20through the opening68, the thickened portion84and the tail portion88are passed through the opening68until the tail portion88completely passes through the opening68. As a result, the thickened portion84and the tail portion88are on one side of the rear wall36and the buckle78and the remainder of the first part80, which is formed by a single layer of the first part80, are on the other side of the rear wall36. The thickened portion84can be inserted through the opening68from forward of the rear wall36, or rearward of the rear wall36. The tail portion88engages with the rear wall36and prevents the easy passage of the thickened portion84back through the opening68. The second strap72has a flexible fabric portion90having a buckle92attached at a first end thereof and the seat anchor74attached at the second end thereof. The buckle92releasably mates with the buckle78in a known manner. The seat anchor74is affixed to the second end of the fabric portion90of the second strap72. The seat anchor74may have an elongated body94which has a longitudinal axis that is perpendicular to a longitudinal axis of the fabric portion90. In use, the seat anchor74is inserted between the cushions of the seat where the tray20is being installed and pushed therebetween until the seat anchor74cannot be easily pulled out. At least some of the fabric portion90will be inserted between the cushions. Because the straps70,72are mated together by the buckles78,92, and the strap70is attached to the tray20, the seat anchor74anchors the tray20into position. The length of the first part80can be adjusted to adjust the position of the tray20toward or away from the upright seat cushion. In an embodiment, the first part80has hook and loop fasteners, commonly sold under the trademark VELCRO provided thereon so that the first part80can pass through the opening68and be affixed to itself to attach the first strap70to the tray20. The tray20may be formed of plastic, composite materials, metal, canvas, leather or other synthetic or natural materials. The tray20is portable such that the tray20can be moved from one seat in the vehicle to another seat, or to another vehicle. The gripping member64and/or the opening68may be omitted as shown inFIG.10. While a particular embodiment is illustrated in and described with respect to the drawings, it is envisioned that those skilled in the art may devise various modifications without departing from the spirit and scope of the appended claims. It will therefore be appreciated that the scope of the disclosure and the appended claims is not limited to the specific embodiment illustrated in and discussed with respect to the drawings and that modifications and other embodiments are intended to be included within the scope of the disclosure and appended drawings. Moreover, although the foregoing descriptions and the associated drawings describe an example embodiment in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative embodiments without departing from the scope of the disclosure and the appended claims. | 9,331 |
11858399 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Additional features and advantages of the present disclosure will be set forth in the detailed description which follows and will be apparent to those skilled in the art from the description, or recognized by practicing the invention as described in the following description, together with the claims and appended drawings. As used herein, the term “and/or,” when used in a list of two or more items, means that any one of the listed items can be employed by itself, or any combination of two or more of the listed items can be employed. For example, if a composition is described as containing components A, B, and/or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. In this document, relational terms, such as “first” and “second,” “top” and “bottom,” and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. For purposes of this disclosure, the term “coupled” (in all of its forms: couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and/or any additional intermediate members. Such joining may include members being integrally formed as a single unitary body with one another (i.e., integrally coupled) or may refer to joining of two components. Such joining may be permanent in nature, or may be removable or releasable in nature, unless otherwise stated. The terms “substantial,” “substantially,” and variations thereof as used herein are intended to note that a described feature is equal or approximately equal to a value or description. For example, a “substantially planar” surface is intended to denote a surface that is planar or approximately planar. Moreover, “substantially” is intended to denote that two values are equal or approximately equal. In some embodiments, “substantially” may denote values within about 10% of each other, such as within about 5% of each other, or within about 2% of each other. As used herein the terms “the,” “a,” or “an,” mean “at least one,” and should not be limited to “only one” unless explicitly indicated to the contrary. Thus, for example, reference to “a component” includes embodiments having two or more such components unless the context clearly indicates otherwise. Referring now toFIGS.1-5, a vehicle10is disclosed. The vehicle10includes a dashboard14that has a lower portion20that defines a recess28. The lower portion20includes a bottom surface34and a recess surface38. The bottom surface34is adjacent to the recess surface38, and the recess surface38defines the recess28. A desk48is operably coupled to the dashboard14. The desk48is movable between an undeployed position, wherein the desk48is received within the recess28and an underside surface52of the desk48is generally flush with the bottom surface34of the lower portion20of the dashboard14, and a deployed position, wherein the position of the desk48is further vehicle-rearward than the position of the desk48in the undeployed position. Referring now toFIGS.1and2, the vehicle10includes a vehicle interior12. The dashboard14is positioned within the vehicle interior12, as illustrated inFIG.2. In various embodiments, the dashboard14may be positioned at a vehicle-forward end of the vehicle10. The dashboard14may have a variety of vehicle components coupled thereto. For example, a steering wheel assembly16and a center stack display18may be coupled to the dashboard14in some embodiments, as illustrated inFIG.2. Referring now toFIG.2, the dashboard14may include a lower portion20. The lower portion20of the dashboard14may be proximate to a foot well22of the vehicle10. In some embodiments, at least a part of the lower portion20of the dashboard14may define the foot well22of the vehicle10. The dashboard14may further include an upper portion24. The upper portion24of the dashboard14is vehicle-upward of the lower portion20of the dashboard14. In the embodiment illustrated inFIG.2, the upper portion24of the dashboard14is adjacent to a windshield26of the vehicle10. It is contemplated that the lower and upper portions20,24of the dashboard14may be adjacent to and/or coupled to each other, in some embodiments. In some implementations, the lower and upper portions20,24of the dashboard14may be integrally coupled to each other, such that the lower and upper portions20,24of the dashboard14are portions of a single unitary body that forms the dashboard14and/or a portion thereof. In the embodiment illustrated inFIG.2, the lower portion20of the dashboard14is positioned below the steering wheel assembly16and the center stack display18that is mounted to the dashboard14, and the upper portion24of the dashboard14is positioned adjacent to the bottom of the windshield26of the vehicle10. Various implementations are contemplated. Referring still toFIG.2, the dashboard14may define the recess28. In some embodiments, the lower portion20of the dashboard14may define the recess28. In the embodiment illustrated inFIG.2, the lower portion20of the dashboard14includes a top surface30that extends vehicle-rearward from the adjacent portion of the dashboard14that extends upward therefrom. As such, the top surface30generally forms a shelf32. As further illustrated inFIG.2, the lower portion20includes a bottom surface34opposite the top surface30and a side surface36that extends between the top and bottom surfaces30,34. The lower portion20further includes the recess surface38that is adjacent to the bottom and side surfaces34,36of the lower portion20. The recess surface38defines the recess28of the dashboard14. The top surface30faces generally vehicle-upward, and the bottom surface34faces generally vehicle-downward. As illustrated inFIG.2, the recess surface38includes recess surface side walls40that generally face each other and an upper wall42that extends between the recess surface side walls40. The upper wall42faces generally vehicle-downward. In various embodiments, the recess28defined by the dashboard14faces generally vehicle-downward. In other words, an opening44to the recess28is positioned at the vehicle-downward end of the recess28, and the recess28extends upward from the opening44to the upper wall42, which defines the recess28. In the embodiment illustrated inFIG.2, a peripheral rim46of the recess28that defines the opening44to the recess28extends along the bottom surface34of the lower portion20of the dashboard14and the side surface36of the lower portion20of the dashboard14. Referring now toFIGS.2and3, in various embodiments, the desk48is operably coupled to the dashboard14of the vehicle10. In the embodiments illustrated inFIGS.2and3, the desk48includes an upper work surface50, an underside surface52that is opposite the upper work surface50, and a desk side surface54that extends between the upper work surface50and the underside surface52of the desk48. In various embodiments, the underside surface52of the desk48faces generally vehicle-downward and the upper work surface50of the desk48faces generally vehicle-upward. The upper work surface50of the desk48may be configured to be utilized by a user as a table, in some embodiments. A variety of types of desks48having various shapes and directionally-oriented surfaces are contemplated. Referring toFIGS.2,3, and5, in some embodiments, the desk48may be coupled to the dashboard14via a plurality of pivot members56. Each of the plurality of pivot members56may include a first end58that is pivotably coupled to the dashboard14, and a second end60that is pivotably coupled to the desk48. In some embodiments, the first end58of each of the plurality of pivot members56may be pivotably coupled to the recess surface38of the lower portion20of the dashboard14that defines the recess28. For example, as illustrated inFIG.2, the first end58of each of the plurality of pivot members56is configured to be coupled to one of the recess surface side walls40of the recess surface38. As further illustrated inFIGS.2and3, in some embodiments, the second end60of each of the plurality of pivot members56may be pivotably coupled to the desk side surface54of the desk48. It is contemplated that the first end58of each of the plurality of pivot members56may be coupled to various portions of the dashboard14, and the second end60of each of the plurality of pivot members56may be pivotably coupled to various portions of the desk48, in some implementations. Further, it is contemplated that the desk48may be operably coupled to the dashboard14in a variety of manners, in various embodiments. In the embodiment illustrated inFIG.2, the plurality of pivot members56includes a first pivot member56A, a second pivot member56B, a third pivot member56C, and a fourth pivot member56D. As viewed inFIG.2, the first and second pivot members56A,56B are pivotably coupled to the desk side surface54on the left side of the desk48. The first pivot member56A is pivotably coupled to the desk48at a position that is vehicle-forward of the position that the second pivot member56B is pivotably coupled to the desk48. Further, the third and fourth pivot members56C,56D are pivotably coupled to the desk side surface54on the right side of the desk48, as viewed inFIG.2. The third pivot member56C is pivotably coupled to the desk48at a position that is vehicle-forward of the position that the fourth pivot member56D is pivotably coupled to the desk48. Each of the plurality of pivot members56is operable to pivot relative to the dashboard14about a first end pivot axis61, and each of the plurality of pivot members56is operable to pivot relative to the desk48about a second end pivot axis62. In some embodiments, the first end pivot axis61of one of the plurality of pivot members56may be substantially coaxial with the first end pivot axis61of one or more other pivot members56of the plurality of pivot members56. Further, the second end pivot axis62of one of the plurality of pivot members56may be substantially coaxial with the second end pivot axis62of one or more other pivot members56of the plurality of pivot members56. For example, in the embodiment illustrated inFIG.3, the first end pivot axis61of the first pivot member56A is substantially coaxial with the first end pivot axis61of the third pivot member56C, and the second end pivot axis62of the first pivot member56A is substantially coaxial with the second end pivot axis62of the third pivot member56C. Further, the first end pivot axis61of the second pivot member56B is substantially coaxial with the first end pivot axis61of the fourth pivot member56D, and the second end pivot axis62of the second pivot member56B is substantially coaxial with the second end pivot axis62of the fourth pivot member56D. Referring now toFIGS.4and5, in various embodiments, the desk48is operably coupled to the dashboard14and movable between an undeployed position and a deployed position. In various embodiments, the desk48moves relative to the dashboard14between the undeployed and deployed positions. In some embodiments, the position of the desk48in the deployed position may be further vehicle-downward and/or vehicle-rearward than the position of the desk48in the undeployed position. For example, in reference toFIGS.4and5, the position of the desk48in the deployed position (FIG.5) is vehicle-rearward and vehicle-downward of the position of the desk48in the undeployed position (FIG.4). Referring still toFIGS.4and5, in some embodiments, the desk48is received within the recess28defined by the dashboard14while in the undeployed position. In some embodiments, the underside surface52of the desk48may be substantially flush with the bottom surface34of the lower portion20of the dashboard14while the desk48is received within the recess28in the undeployed position. In some embodiments, the desk side surface54is substantially flush with the side surface36of the lower portion20of the dashboard14in the undeployed position of the desk48. In various embodiments, surfaces may be flush with each other when the surfaces are coplanar with each other. It is contemplated that curved surfaces may be flush with each other in addition to coplanar surfaces being flush with each other. For example, two curved surfaces that are aligned with each other at adjacent edges may be flush with each other. In the embodiment illustrated inFIG.4, the desk48is in the undeployed position, such that the underside surface52of the desk48is substantially flush with the bottom surface34of the lower portion20of the dashboard14, and the desk side surface54is substantially flush with the side surface36of the lower portion20of the dashboard14. In some embodiments, the upper work surface50of the desk48may face a first direction in the deployed position, and the upper work surface50of the desk48may face a second direction in the undeployed position, wherein the first and second directions are substantially the same direction. For example, in some embodiments, the upper work surface50of the desk48may face substantially vehicle-upward in the deployed position and the undeployed position. In some embodiments, wherein the upper work surface50faces substantially vehicle-upward in the deployed position, a plane of the upper work surface50in the deployed position is substantially parallel to the plane of the upper work surface50in the undeployed position. Referring still toFIGS.4and5, in some embodiments, wherein the desk48is coupled to the dashboard14via the plurality of pivot members56, the desk48may be operable to move between the undeployed position and the deployed position via pivotal movement of the first end58of each of the plurality of pivot members56relative to the dashboard14and pivotal movement of the second end60of each of the plurality of pivot members56relative to the desk48. In the embodiment illustrated inFIGS.4and5, the desk48swings vehicle-downward and vehicle-rearward from the undeployed position (FIG.4) to the deployed position (FIG.5) via pivotal movement of the first end58of each of the plurality of pivot members56relative to the dashboard14and pivotal movement of the second end60of each of the plurality of pivot members56relative to the desk48. It is contemplated that the desk48may be selectively maintained in the undeployed position, the deployed position, and/or one or more positions therebetween via at least one of a variety of retention features (not shown). In an exemplary embodiment of the vehicle, the desk48is operably coupled to the dashboard14by the plurality of pivot members56that are operable to pivot relative to both the dashboard14and the desk48. In operation of the exemplary embodiment, initially, the desk48is in the undeployed position, such that the underside surface52of the desk48is substantially flush with the bottom surface34of the lower portion20of the dashboard14, and the desk side surface54is substantially flush with the side surface36of the lower portion20of dashboard14. A user seated within a seating assembly64facing the dashboard14pulls the dashboard14vehicle-rearward. The force exerted on the dashboard14by the user causes the first end58of each of the plurality of pivot members56to pivot relative to the dashboard14, and the second end60of each of the plurality of pivot members56to pivot relative to the desk48, such that the desk48swings from the undeployed position to the deployed position, as illustrated inFIG.5. The user then utilizes the upper work surface50of the desk48as a table. The vehicle10of the present disclosure may provide a variety of advantages. First, the desk48being stowable within the recess28defined by the dashboard14may conveniently allow a user to configure the vehicle interior12in different manners for different circumstances. Second, the underside surface52and the desk side surface54being flush with the bottom surface34of the dashboard14and the side surface36of the dashboard14, respectively, in the undeployed position of the desk48may contribute to a streamlined aesthetic. Third, the desk48may provide a work surface for seated occupants of the vehicle10to perform work or rest items upon in the deployed position of the desk48. It is to be understood that variations and modifications can be made on the aforementioned structure without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise. | 16,835 |
11858400 | The drawings are not to scale from one figure to the next. Multiple embodiments are shown in the drawings, with like numbers denoting components with like purposes. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS The drawings show various embodiments of the present invention both schematically, as separate from a particular seating assembly or vehicle, and as in preferred embodiments, and as mounted within a vehicle. Various vehicular and non-vehicular applications of the present invention are specifically envisioned, but for purposes of illustration, a recreational vehicle, such as motor home, application is presented herein. The following features are shown in the drawings:a vehicle, specifically a motor home10, havingan interior side wall12,a floor14,a sofa20,a sofa back cushion22,a sofa seat cushion24,an armrest26,a beverage holder recess28extending into armrest26,an ancillary device29, andinternal seating arrangement wall30, andan apparatus100havinga connector portion110comprising:a lower section111, formed witha cylindrical base112formed about axis A,a plurality of fins114spaced apart about the circumference of base112,an upper section120, formed with,a cylindrical recess122formed about axis A,a bottom wall124an outer wall126,a peripheral flange128, anda second functionality portion130, such as a table surface. In application, apparatus100is removable from sofa20, and, indeed, is completely portable from vehicle10, so as to be usable elsewhere as needed. Apparatus100is preferably of a size and shape which can be conveniently stored under, behind, or beside sofa20. If sofa20is positioned in direct abutment with walls12and30within vehicle10, and no space is available under sofa20, apparatus100can be stored in any nearby closet, drawer, or shelf when not in use, or it can be left attached to sofa20. Sofa20is, for example, a conventional seating assembly, with upholstery covering its entire usable surface. In the drawings, sofa20is illustrated with the present invention, and includes seating for multiple persons. However, the present invention is equally applicable to use with a chair, bench, or other seating assembly or structure for one or more persons. Sofa20, together with any supplemental structure (such as wall30) or alternative seating assembly and structure used to position, enhance, or support the seating for users, is referred to herein as a seating arrangement. As used in motor homes, sofa20will typically include a recess28within armrest26. However, a conveniently adjacent surface or structure, such as wall30, can also contain recess28, for purposes of the present invention. The present invention can further be used with center console recesses in sofa20. Recess28is formed in a shape suited to achieve a first function, for example, to receive and removably support a beverage within a portable container (a bottle, can, cup, or the like), and can have the shape and dimensions of a conventional cup holder integrally formed in the armrest. Alternatively, recess28can be formed to receive and removably support other hand-held devices, such as TV controllers, cell phones, DVD containers, and the like. As shown in the embodiment ofFIG.11, sofa20can also (or alternatively) include an ancillary device29which has, for example, a post-receiving or strut recess therein to support a drop-down bed or provide some other function in connection with the armrest. In certain embodiments of the present invention, an opening in ancillary device29can provide the recess28for use with apparatus100. Connector portion110in the various embodiments of the drawings is, for example, shaped and dimensioned for at least three purposes, to closely fit into recess28so as to mount apparatus100therein, to securely support the table or tray130cantilevered thereto, and to continue to provide the function that recess28provides independently of the present invention. In order to closely fit within recess28, lower section111can substantially match the configuration of recess28in whole or part.FIGS.1-7show embodiments where lower section111uses a plurality of fins114extending outward from base cylinder112to match the configuration of recess28in part. These fins114can be flexible or rigid, as desired in a given application.FIGS.8-10show a preferred embodiment where lower section111uses a uniform cylinder to closely match in whole the cylindrical shape of a given recess28in a particular application. In many applications, lower section111forms a interference fit within recess28to prevent vertical or side to side motion (“wobbling”) of connector portion110within recess28. In certain embodiments, lower portion111can be formed with elements which lock into apertures or structural features of the recess to preclude unintended motion of connector portion110with respect to recess28. These locking elements can form a permanent or releaseable lock, as desired in a given application of the present invention. Preferably, however, lower section111does not cause such permanent deformation of recess28that when apparatus100is removed from recess28, the original functionality of recess28is not precluded. In order to locate and support table130, connector portion110includes a peripheral flange128in upper section120. The specific dimensions of flange128can be adapted as needed according to the dimensions of table130and the extent of cantilevering support expected to be needed according to the weight applied to table130over its length. Conventional connection mechanisms can be used to attach table130to flange128, such as adhesive, threaded fasteners, and the like. Where suitable to a given application, table130can be press fit onto upper portion120to abut flange128. Connector portion110includes an upper section120in order to continue to provide the function that recess28provides when apparatus100is not mounted within it. In those embodiments of the present invention where lower section111completely fills recess28, or prevents sufficient access to recess28for its functionality to be fully utilized, upper section120can fulfill that functionality instead of recess28. For example, if recess28is shaped as a cup holder, then recess122can be formed with the same or substantially equivalent cup holder shape. Thus, using recess28to provide a mounting support for table130does not preclude having a cup holder adjacent the seating assembly, since recess122provides the cup holder. Other embodiments of the present invention can be formed with recess122matching the other functional configurations used for recess28(post holder, TV controller, tall beverage container, etc.) Thus, having a table or tray for the seating assembly does not have to be an alternative functionality, it can instead be an additional and concurrent functionality, with the present invention. In addition, recess122can be formed with or without bottom wall124. Using bottom wall124, separating sections111and120, can provide additional structural integrity for connector portion110and provide a shallower support floor for articles placed in recess122. Where those articles are significantly smaller dimensionally that the opening of recess122, bottom wall124could provide the user with more convenient access when retrieving the articles. Conversely, in embodiments of the present invention where bottom wall124is omitted, recess122can provide greater storage capacity for articles than was previously available with shallower configurations of recess28. Outer wall126defines the axial depth of recess122in the embodiments of the drawings. In certain preferred embodiments, it would at least coincide with the depth of recess28. To the extent outer wall126continues below flange128, it provides a means for spacing table130above the top of recess28, and, in the embodiments ofFIGS.11-13, above armrest26. This spacing can provide more convenient accommodation of the user, especially where the top surface of armrest26is relatively close, from the perspective of vertical elevation, to the top surface of seat cushion24. As shown in the embodiments of the drawings, table130is attached to connector portion120. As illustrated in the drawings, that table130can have several different shapes and sizes, according to what is desired in a given application. However, the present invention can also provide additional concurrent functionality by other means. For example, instead of using a table, having a flat surface presented to the user, a tray can be mounted on connector portion which has a raised peripheral border to restrict articles from rolling or sliding off of the surface, or recesses within the surface to positively locate items on the surface. Further, in a general sense, the “item”130attached to connector portion120is a “second functionality portion,” in that it provides the user with an additional function that can be used concurrently with the beverage or article holding function of of upper section120in connector portion110. In alternative embodiments of the present inventions, item130can instead be formed as a retainer and/or charging station for electronic devices (iPads, cellular telephones, video game displays, TVs, and the like), inclined book holders, illumination devices (reading lamps, entertainment devices, and the like), sleep aids and pillows, and support structure for a wide range of other accessories which a user may desire to have adjacent and/or accessible to him or her when using the seating assembly, sofa20, or another structure wherein a suitable recess28may be formed. The present invention allows apparatus100to be selectively positioned by the user in several alternative orientations with respect to sofa20, as shown inFIGS.11-13. Such orientation of apparatus100can be selected for the convenience of the users and/or to allow the user to readily enter to or egress from sofa20. For example, lower section111can be formed to be rotatable or slidable within recess28such that table130is moved toward or away from back cushion22, as the user desires. For example, as illustrated inFIGS.11-13, the top surface of table130forms a substantially horizontal plane spaced above armrest26when apparatus100is mounted in recess28. The user can rotate table130within that plane as desired between the spacial confines of wall30and back cushion22. Alternatively, table130can be formed in multiple parts with a hinged connection, close to connector portion100, for example, which allows at least a portion of table130to be moved vertically away from seat cushion24as needed by the user. In preferred embodiments, apparatus100is removably mounted to sofa20, but in other embodiments the mounting can be permanent. If apparatus100is removably mounted to sofa20, it can be used in combination with similar recesses (cup holders, for example) in other structures at a variety of locations both within and outside of vehicle10, since conventional cup holders tend to have certain uniform shapes and dimensions. Indeed, a fold-up or hinged embodiment of apparatus100, for example, can be carried in a backpack or other luggage to be usable with cup holders in public transportation vehicles. Although the present invention has been shown and described herein with respect to certain preferred embodiments and alternative configurations, those were by way of illustration and example only. For example, the present invention can be readily adapted for use with a number of different, conventional beverage holder configurations and sizes. Also, if recess28contains electrical connection features, connector portion110can also include conductive insertions which pass the electrical connection through to recess122. Further, even if only a single recess28is used in armrest26, multiple cup holder recesses can be formed in apparatus100. Accordingly, the spirit and scope of the present invention is intended to be limited only by the terms of the appended claims. | 11,945 |
11858401 | DETAILED DESCRIPTION Before describing various embodiments of the present disclosure in detail, it is to be understood that this disclosure is not limited to the parameters of the particularly exemplified systems, methods, apparatus, products, processes, and/or kits, which may, of course, vary. Thus, while certain embodiments of the present disclosure will be described in detail, with reference to specific configurations, parameters, components, elements, etc., the descriptions are illustrative and are not to be construed as limiting the scope of the claimed invention. In addition, any headings used herein are for organizational purposes only, and the terminology used herein is for the purpose of describing the embodiments. Neither are not meant to be used to limit the scope of the description or the claims. Disclosed embodiments are directed to electrically driven dump systems. Some embodiments include a DC-to-DC voltage converter configured to receive input DC voltage from a battery bank and output increased DC voltage, an energy storage element configured to receive the increased DC voltage from the DC-to-DC voltage converter, a controller configured to receive DC power from the energy storage element and convert the DC power into AC power, and a motor configured to receive AC power from the controller, the motor being mechanically connectable to a pump. In some embodiments, the battery bank is a battery bank of an electrical system of a semi-truck, and the battery bank is chargeable by an alternator of the semi-truck. Furthermore, in some embodiments, the controller is configured to wirelessly communicate with an input device, and the input device is configured to receive user input to selectively activate or deactivate the motor or change a directional switch. Those skilled in the art will recognize that the disclosed embodiments may address many of the problems associated with semi-trailer dump systems. For instance, disclosed embodiments may provide power to a semi-trailer-mounted dump system from an electrical system of a semi-truck rather than a power takeoff (PTO). Accordingly, the presently disclosed electrically driven dump systems may be more easily connectable to most or all semi-trucks, regardless of whether the semi-trucks have a PTO and/or wet kit system. Additionally, because the pump need not be in mechanical communication with a PTO, the pump may be mounted directly to the semi-trailer proximate to the hydraulic tank for actuating the dump system. As such, the presently disclosed embodiments may avoid long hydraulic lines, which may reduce the incidence of hydraulic leaks by up to 80%, thereby avoiding costs to transportation companies. Furthermore, in at least some embodiments, the functioning of the presently disclosed electrically driven dump system may be controlled wirelessly, allowing operators to move freely while operating the dump system. Allowing operators to move freely may allow operators to reach different vantage points while executing a dump and may allow users to more easily see conditions that would warrant aborting a dump. In view of the foregoing, the disclosed embodiments may allow freight/transportation companies to avoid considerable costs associated with maintaining and operating wet kit-driven dump systems. Having just described some of the various benefits and high-level attributes of the disclosed embodiments, additional detail will be provided with reference toFIGS.1-4, which show various examples, schematics, conceptualizations, and/or supporting illustrations associated with the disclosed embodiments. FIG.1illustrates a conceptual representation of semi-truck-mounted components of an electrically driven dump system100. In particular, a system for electrically driving a dump system includes a voltage converter102, which is illustrated inFIG.1as being mounted on a lower portion of the driver's side of a semi-truck104near the driver's-side step. However, it will be appreciated that the voltage converter102may be mounted on at different locations of the semi-truck104, such as on a lower portion of the passenger's side of the semi-truck104near the passenger's-side step, on or near the catwalk, or other location. In many semi-trucks, the driver's side step houses a battery bank that provides DC power to the electrical systems of the semi-truck104. The semi-truck battery bank106is typically charged and/or chargeable by an alternator of the semi-truck104. The voltage converter102shown inFIG.1is a DC-to-DC voltage converter that is configured to receive input DC voltage from the battery bank106of the semi-truck and output increased DC voltage. Any suitable architecture for converting an input DC voltage to an increased output DC voltage is within the scope of this disclosure, such as, but not limited to, one or more (or combinations of) switch-mode circuits (magnetic or capacitive (e.g., charge pumps)), capacitive voltage multipliers, Dickson multiplier circuits, redox flow batteries, motor-generators, etc. In some embodiments, the voltage converter102contains a suitable architecture for increasing input DC voltage (e.g., 12V input DC voltage from the battery bank of the semi-truck) to a DC voltage within a range of 48V to 400V. In a particular embodiment, the voltage converter102receives 12V (or approximately 12V) input DC voltage and outputs DC voltage within a range of 140V to 160V. Increasing the DC voltage as noted may provide the voltage necessary to power other components of the system for electrically driving a dump system, as described herein. FIG.2illustrates a conceptual representation of semi-trailer-mounted components of an electrically driven dump system100. The voltage converter102described with reference toFIG.1may be configured to provide increased DC voltage (e.g., 144V DC) to an energy storage element108(e.g., Ion/Super Capacitor) inFIG.2) via wired connections, such as cables110, with the energy storage element108. In this manner, in some implementations, the increased DC voltage provided from the voltage converter102may charge the energy storage element108. In some embodiments, the energy storage element108may be mounted to a dump system112(e.g., a semi-trailer side dump) of the semi-truck104. Those skilled in the art will recognize that the depiction of the energy storage element108inFIG.2is illustrative only, and non-limiting. In some instances, the energy storage element108is implemented as a second battery bank (e.g., in addition to the alternator-charged battery bank of the semi-truck). Also, the energy storage element108may be implemented, for example, as one or more lead-acid batteries, nickel-cadmium batteries, nickel-metal hydride batteries, lithium-ion batteries, lithium-ion polymer batteries, flow batteries, capacitors (e.g., supercapacitors, lithium-ion capacitors), and/or even superconducting magnetics. Being charged/chargeable by the voltage converter102, the energy storage element108may then provide DC power via energy storage cables115to a controller114(shown inFIG.2). In some embodiments, the controller114is configured to convert the received DC power into AC power (e.g., an inverter) and provide the AC power to a motor116via controller cables117. It will be appreciated that any suitable architecture for converting DC power into AC power is within the scope of this disclosure, such as a power inverter, motor-generator, rotary converter, etc. In some embodiments, the controller114is configured to provide three-phase AC power, and the motor116is implemented as a three-phase, water-cooled, permanent magnet motor (e.g., to maintain a high peak voltage). However, other motors may be used. By way of non-limiting example, the motor116may be embodied as any type of induction motor (polyphase cage or wound rotor, two-phase servo motor, single-phase induction motor), synchronous motor (polyphase synchronous motor, single-phase synchronous motor, hysteresis synchronous motor, reluctance motor, permanent-magnet motor, DC-excited motor), universal motor, series wound motor, repulsion motor, exterior rotor, sliding rotor motor, electronically commutated motor, watthour-meter motor, and/or slow-speed synchronous timing motor. The motor116may be mechanically connected to a hydraulic pump118that is connected to a hydraulic tank120. In at least some implementations, the hydraulic tank120is connected to the dump system112such that operating the hydraulic pump118actuates the dump system112between an upright position (FIG.1shows the dump system in the upright position) and a dumping position (FIG.2shows the dump system in the dumping position). It will be appreciated that any type of hydraulic pump is within the scope of this disclosure, such as, but not limited to, gear pumps, rotary vane pumps, screw pumps, bent axis pumps, inline axial piston pumps, radial piston pumps, peristaltic pumps, etc. Thus, in at least some of the disclosed embodiments, the voltage converter102(DC-to-DC) connected to the battery bank106of the semi-truck104outputs increased DC voltage and provides the increased DC voltage to the energy storage element108(e.g., an ion/super capacitor). The energy storage element108provides DC power to the controller114that converts the received DC power into AC power and provides AC power to the motor116. The motor116drives the hydraulic pump118connected to the hydraulic tank120to actuate the dump system112(e.g., a semi-trailer-mounted side dump). In this regard, at least some disclosed embodiments provide a system for electrically driving a dump system on a semi-trailer with an existing electrical system of a semi-truck, thereby eliminating the need to power the dump system112with a PTO and wet kit combination and eliminating all maintenance, breakdown, monitoring, and/or leak problems associated with the use of a wet kit to power a dump system. FIGS.1and2have depicted certain components of the presently disclosed systems for electrically driving a dump system as mounted on either a semi-truck104or a semi-trailer112. However, it will be appreciated that the arrangements depicted inFIGS.1and2are illustrative only, and non-limiting. For example, the voltage converter102may be mounted on the semi-trailer112(or other vehicle) proximate to the energy storage element108, or, alternatively, the energy storage element108and/or controller114may be mounted on the semi-truck104proximate to the voltage converter102. Additionally, it will be appreciated thatFIGS.1and2show conceptual representations of the components of the presently disclosed systems for electrically driving a dump system, and, therefore, any depicted positioning/placement of components on a semi-trailer or semi-truck are illustrative only and non-limiting. For instance, althoughFIG.1shows a voltage converter mounted proximate to the driver's side step, it will be recognized that a voltage converter may be mounted on the catwalk of the semi-truck, within the cab of the semi-truck, or even on the semi-trailer as mentioned above. It should also be noted that the presently disclosed systems for electrically driving a dump system may include components not explicitly shown inFIGS.1and2. For example, as will be described in more detail hereafter, a system for electrically driving a dump system may include or be in communication with one or more computing systems and/or sensors to facilitate the operation and/or monitoring of the system and/or components thereof. In another example, a motor of a system for electrically driving a dump system may include one or more cooling systems121for cooling the motor116, such as a semi-trailer-mounted radiator and fan system in fluid communication with the motor. In yet another example, the voltage converter may provide increased DC voltage to the energy storing element108through a charge controller123(e.g., a DC regulator). Additionally, the presently disclosed systems may include a directional switch, such as a directional valve, associated with the hydraulic components of the system (e.g., the hydraulic tank, the hydraulic motor), allowing the motor116to operate in a single rotational direction and yet drive the dump system between load and unload positions. As mentioned, the systems for electrically driving a dump system100disclosed herein provide DC power at various points, such as from the battery bank106of the semi-truck104, from the voltage converter102, or from the energy storage108. Accordingly, the presently disclosed systems for electrically driving a dump system100may provide power to one or more wireless communication systems that are configured to wirelessly communicate with one or more input devices. FIG.3illustrates an example representation of an input device122(e.g., Remote Control Module) for sending user input to control the dump system112. As shown, the input device122includes an unload switch124and a load switch126. Receiving operator input engaging the different switches may cause the input device122to send different signals to one or more wireless communication systems (e.g., wireless transceivers, radio transmitters, etc.) that are in communication with (or are integrated into) the system for electrically driving a dump system (e.g., integrated into the controller). The different signals may cause the dump system112to actuate between a load position (when the load switch126is pressed) and an unload position (when the unload switch124is pressed). By way of non-limiting example, the signal output by the input device122when the load switch126is triggered may be detected by the wireless communication system(s) (e.g., controller114) and cause a directional valve of the hydraulic components to switch to or remain in a first direction (e.g., to cause the dump system to actuate in a first direction when the motor116rotates), whereas the signal output by the input device122when the unload switch124is triggered may be detected by the wireless communication system(s) and cause the directional valve of the hydraulic components to switch or remain in a second direction opposite the first direction (e.g., to cause the dump system to actuate in a second direction when the motor116rotates). In another non-limiting example, the signal output by the input device122when the load switch126is pressed may be detected by the wireless communication system(s) and cause the motor116to rotate in a first direction (e.g., by modifying a switch position of the motor116), whereas the signal output by the input device when the unload switch124is pressed may be detected by the wireless communication system(s) and cause the motor116to rotate in a direction opposite the first direction. Other functionality not explicitly shown inFIG.3may be implemented into the input device122for controlling the functioning of the dump system112with an electrical driving system. For instance, the input device122may include a cancel/abort button/switch which emits a signal that causes the motor116to immediately halt. In some implementations, a cancel/abort command may be triggered by pressing the load and/or unload switch while the motor is rotating. In other instances, the wireless communication system(s) only cause the motor to rotate (and thereby actuate the dump system) while a signal is being emitted by the input device, such that the dump system only actuates while an operator holds down or persistently triggers a button/switch of the input device122. Additionally, it should be noted that the wireless communication system(s) and the input device(s) may communicate via any suitable wireless communication form, such as radio, infrared, Wi-Fi®, Bluetooth®, satellite, etc. In this regard, the presently disclosed system for electrically driving a dump system may allow wireless control functionality, allowing operators to freely move while issuing commands to control the dump system112. For example, an operator may move to optimal vantage points to monitor the dumping of a load. AlthoughFIG.3shows a simplified representation of an input device for wirelessly controlling a system for electrically driving a dump system, it will be appreciated that the input device can be implemented in different forms and/or as different devices. For instance, as will be described hereinbelow, the input device may take the form of a mobile computing system that has one or more processors and one or more computer-readable hardware storage media and a user interface, such as an operator's smartphone that presents selectable objects (e.g., buttons) to the user for sending signals to control the functioning of the dump system. Furthermore, the wireless communication system(s) mentioned above may be implemented as part of an on-board computing system in communication with the system for electrically driving a dump system. The presently disclosed systems for electrically driving a dump system may provide power to one or more on-board computing systems (e.g., electronic control modules (ECMs)) that are implemented as part of the systems for electrically driving a dump system or are in communication with the same. For example, the one or more computing systems may receive DC power from the battery bank106of the semi-truck104or the energy storage element108that powers the controller114(e.g., a computing system may be implemented as part of or be in communication with the controller). The computing systems(s) may provide input, monitoring, communication, sensing, notification, and/or safety functionalities that may control and/or protect the system components and/or increase monitoring by administrators (e.g., fleet commanders, freight companies). As mentioned above and as will be described in more detail hereafter, the one or more computing systems may be in communication with one another and/or with outside computing systems, devices, or components (e.g., an input device as described above). FIG.4illustrates a schematic representation of a computing system200. The computing system200may take various forms, such as electronic control modules (ECMs), personal computers, desktop computers, laptop computers, tablets, handheld devices (e.g., mobile phones, PDAs, pagers), microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, multi-processor systems, network PCs, distributed computing systems, datacenters, message centers, routers, switches, and even devices that conventionally have not been considered a computing system, such as wearables (e.g., glasses, head-mounted displays). As noted, the computing system200may also be a distributed system that includes one or more connected computing components/devices that are in communication. Accordingly, the computing system200may be embodied in any form and is not limited to any particular embodiment explicitly shown herein. In a basic configuration, the computing system200, as shown inFIG.4, illustrates a computing system200that includes at least one hardware processing unit202(aka a “processor”), input/output (I/O) interfaces204, and storage206. The storage206may be physical system memory, which may be volatile, non-volatile, or some combination of the two. The term “memory” may also be used herein to refer to non-volatile mass storage such as physical storage media. If the computing system200is distributed, the processing, memory, and/or storage capability may be distributed as well. As used herein, the term “executable module,” “executable component,” or even “component” can refer to software objects, routines, or methods that may be executed on the computing system200. The different components, modules, engines, and services described herein may be implemented as objects or processors that execute on the computing system200(e.g., as separate threads). Computer storage media are hardware storage devices, such as RAM, ROM, EEPROM, CD-ROM, solid state drives (SSDs) that are based on RAM, Flash memory, phase-change memory (PCM), or other types of memory, or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired program code means in the form of computer-executable instructions, data, or data structures and that can be accessed by a general-purpose or special-purpose computer. The disclosed embodiments may comprise or utilize a special-purpose or general-purpose computer including computer hardware, such as, for example, one or more processors (such the hardware processing unit202, which may include one or more central processing units (CPUs), graphics processing units (GPUs) or other processing units) and system memory (such as storage206). Embodiments also include physical and other computer-readable media for carrying or storing computer-executable instructions and/or data structures. Such computer-readable media can be any available media that can be accessed by a general-purpose or special-purpose computer system. Computer-readable media that store computer-executable instructions in the form of data are physical computer storage media. Computer-readable media that carry computer-executable instructions are transmission media. Thus, by way of example and not limitation, the current embodiments can comprise at least two distinctly different kinds of computer-readable media: computer storage media and transmission media. Processors and storage media may also be combined, such as with microcontrollers. A “network,” like the network210shown inFIG.4, is defined as one or more data links and/or data switches that enable the transport of electronic data between computer systems, modules, and/or other electronic devices. When information is transferred, or provided, over a network (either hardwired, wireless, or a combination of hardwired and wireless) to a computer, the computer properly views the connection as a transmission medium. The computing system200will include one or more communication channels that are used to communicate with the network210. Transmissions media include a network that can be used to carry data or desired program code means in the form of computer-executable instructions or in the form of data structures. Further, these computer-executable instructions can be accessed by a general-purpose or special-purpose computer. Combinations of the above should also be included within the scope of computer-readable media. Upon reaching various computer system components, program code in the form of computer-executable instructions or data structures can be transferred automatically from transmission media to computer storage media (or vice versa). For example, computer-executable instructions or data structures received over a network or data link can be buffered in RAM within a network interface module (e.g., a network interface card or “NIC”) and then eventually transferred to computer system RAM and/or to less volatile computer storage media at a computer system. Thus, it should be understood that computer storage media can be included in computer system components that also (or even primarily) utilize transmission media. Computer-executable (or computer-interpretable) instructions comprise, for example, instructions that cause a general-purpose computer, special-purpose computer, or special-purpose processing device to perform a certain function or group of functions. The computer-executable instructions may be, for example, binaries, intermediate format instructions such as assembly language, or even source code. While not all computing systems require a user interface, in some embodiments, a computing system200includes, as part of the I/O interfaces204, a user interface for use in communicating information to/from a user. The user interface may include output mechanisms as well as input mechanisms. The principles described herein are not limited to the precise output mechanisms or input mechanisms as such will depend on the nature of the device. However, output mechanisms might include, for instance, speakers, displays, tactile output, projections, holograms, and so forth. Examples of input mechanisms might include, for instance, microphones, touchscreens, controllers, projections, holograms, cameras, keyboards, stylus, mouse, or other pointer input, sensors of any type, and so forth. The computing system200may perform certain functions in response to detecting certain user input. The computing system200may also be connected (via a wired or wireless connection) to external sensors208(e.g., a temperature sensor associated with the motor, an RPM sensor, a pressure sensor associated with the hydraulic pump, battery sensors, or other sensors). It will be appreciated that the external sensors may include sensor systems rather than solely individual sensor apparatuses. Further, the computing system200may also include communication channels allowing the computing system200to be in wireless (e.g., Bluetooth®, NFC, satellite, infrared, etc.) or wired communication with any number or combination of sensors208, networks210, and/or other remote systems/devices212. Remote systems/devices212may be configured to perform any of the processing described with regard to computing system200. By way of example, a remote system212may include an administrative system that receives sensor readings from the sensors208. Those skilled in the art will appreciate that the embodiments may be practiced in network computing environments with many types of computer system configurations. The embodiments may also be practiced in distributed system environments where local and remote computer systems that are linked (either by hardwired data links, wireless data links, or by a combination of hardwired and wireless data links) through a network each perform tasks (e.g., cloud computing, cloud services and the like). In a distributed system environment, program modules may be located in both local and remote memory storage devices. Those skilled in the art will also appreciate that the disclosed methods may be practiced in a cloud computing environment. Cloud computing environments may be distributed, although this is not required. When distributed, cloud computing environments may be distributed internationally within an organization and/or have components possessed across multiple organizations. In this description and the following claims, “cloud computing” is defined as a model for enabling on-demand network access to a shared pool of configurable computing resources (e.g., networks, servers, storage, applications, and services). The definition of “cloud computing” is not limited to any of the other numerous advantages that can be obtained from such a model when properly deployed. A cloud-computing model can be composed of various characteristics, such as on-demand self-service, broad network access, resource pooling, rapid elasticity, measured service, and so forth. A cloud-computing model may also come in the form of various service models such as, for example, Software as a Service (“SaaS”), Platform as a Service (“PaaS”), and Infrastructure as a Service (“IaaS”). The cloud-computing model may also be deployed using different deployment models such as private cloud, community cloud, public cloud, hybrid cloud, and so forth. Additionally, or alternatively, the functionality described herein can be performed, at least in part, by one or more hardware logic components (e.g., the hardware processing unit). For example, and without limitation, illustrative types of hardware logic components that can be used include Field-Programmable Gate Arrays (FPGAs), Application-Specific or Application-Specific Integrated Circuits (ASICs), Application-Specific Standard Products (ASSPs), System-On-A-Chip Systems (SOCs), Complex Programmable Logic Devices (CPLDs), Central Processing Units (CPUs), and other types of programmable hardware. Having described exemplary components and configurations of a computing system200, the following describes and/or re-iterates various functionalities that may be facilitated by the computing system200or a remote system/device212associated with a system for electrically driving a dump system100present disclosure. In some embodiments, the computing system200includes computer-executable instructions (e.g., stored on storage206) that enable the computing system200(e.g., by one or more processors202executing the computer-executable instructions) to selectively activate or deactivate any portion of the system for electrically driving a dump system, such as the motor116. Additionally, in some instances, the computing system200includes computer-executable instructions that enable the computing system200to selectively change the operation of any portion of the system for electrically driving a dump system100, such as by changing a directional switch of the system (e.g., to change a directional valve of the hydraulic system, comprising the hydraulic pump118and the hydraulic tank120) and/or changing the rotation direction of the motor116. In some instances, the computing system200selectively activates, deactivates, and/or changes the operation of one or more components of the system for electrically driving a dump system in response to a triggering event, such as receiving user input (e.g., by receiving a wireless signal from a remote, as mentioned above) or detecting a sensor reading that meets or exceeds a predetermined threshold or is outside of a predefined acceptable range. In implementations where the computing system200includes or is in communication with a user interface (e.g., whether directly as an I/O interface204or as part of a remote system/device212, such as a mobile device (e.g., smartphone) of a semi-truck operator or fleet administrator), the computing system200may receive triggering input (e.g., from an I/O interface204or a remote system/device212) that causes the computing system200to selectively activate, deactivate, and/or change the operation of one or more components of the system for electrically driving a dump system (e.g., the motor, a directional switch). Furthermore, a computing system200may cause sensor values detected by the various sensors208in communication with the computing system200to be displayed on a user display or user interface (e.g., an I/O interface204and/or a display of a remote system/device212). For example, the computing system200may cause display of representations of sensor readings (from sensors208) associated with detected state of charge, DC draw amperage, and/or amp hours associated with the battery bank, load amps of the motor, temperature of the motor, pressure sensor of the hydraulic pump and/or hydraulic tank etc. Displaying one or more sensor readings to a user/administrator may enable a user/administrator to ensure that the system for electrically driving a dump system is operated with due care, so as to avoid damage to the system or other damages caused by improper operation thereof. In some instances, the computing system200is configured to provide a notification on a user/administrator interface in response to detecting that a sensor reading of one or more sensors of the system for electrically driving a dump system has met or exceeded a predetermined threshold value (e.g., an unacceptably high temperature of the motor116, a low pressure in the hydraulic pump118and/or hydraulic tank120). The notification can take on various forms, such as a visual notification on a screen, a sound, etc. By way of example, by providing notifications when pressure readings for the hydraulic pump118and/or hydraulic tank120are outside of acceptable ranges, an operator and/or administrator may readily become aware of a leak in the hydraulic system that needs addressing. The notification may be displayed as text on a screen, a light indicator (e.g., LED indicators for various values), etc. In one embodiment, the computing system200may provide a notification to an operator's smartphone (via push notifications, text communications, etc.), alerting the operator to issues. It should be noted that an operator or an administrator may define threshold values that may trigger the display of a notification (or even trigger selective deactivation of one or more system components). For instance, the administrator or operator may define a maximum operational temperature for the motor116, a minimum state of charge for the battery bank106, a maximum draw from the battery bank106, a maximum starting load for the motor116, and/or a minimum operational pressure for the hydraulic pump118and/or hydraulic tank120. In this way, freight company administrators and/or fleet commanders may ensure optimal operation of systems for electrically driving a dump system to extend the economic life of such systems. FIGS.5and6illustrate example flow charts300implementing a computing system200used for monitoring temperature of a motor116of the electrically driven dump system100and battery state of charge. As shown inFIG.5, at step302, the computing system200starts. Then the computing system200receives information from temperature sensors208at step304. After the information is received, at step306, the temperature of the motor116(for example) is analyzed to determine if it is above a predetermined threshold, which may be a maximum operational temperature set by a user. If it is not above the threshold, then the system returns to step304. If the temperature for the motor116is above a predetermined threshold, then at step308the computing system stops the motor116via, for example, a contactor or other mechanism. The system may then proceed to step310where the computing system200sends notification to a user/administrator interface, which may be a computer, mobile phone, etc. The system then returns to step304. Additionally, using the computing system hereinabove described, a notification may be sent to a user at any step in the flow. It will be appreciated that the notification may allow a user to take appropriate measures to ensure that the motor116is not damaged. Referring toFIG.6, at step312, the computing system200starts. The computing system200then checks the state of charge of the battery bank at step314. Once the state of charge is checked, at step316, the system determines whether the battery bank state of charge is below the preset minimum state of charge. If it is not below the preset minimum, then the system returns to step314. If it is below the preset minimum charge, then at step318the battery bank108is charged by the alternator. It will be understood that the battery bank108may be charged by solar power or any other mechanism, allowing charging to occur independent of the truck alternator status. FIG.7illustrates a block diagram of an electrically driven dump system400. While discussed as a separate embodiment using differing Figure labels, the components and features discussed hereafter may be combined with the features hereinbefore discussed. The electrically driven dump system400includes an alternator402(e.g., semi-truck alternator) connected to a voltage converter or inverter404. The voltage converter404may be a DC-to-DC voltage converter that is configured to receive input DC voltage and output increased DC voltage as described above. In an alternate embodiment, the electrically driven dump system400may utilize a voltage inverter that receives input DC voltage and outputs AC voltage. When using the voltage inverter, the system400may include an AC-to-DC charger (not shown). A fuse406positioned between the voltage converter404and an energy storage element408(e.g., a battery or capacitor) may prevent excessive current from traveling through the system400. The voltage converter404may be configured to provide increased DC voltage to the energy storage element408. A contactor connected to the energy storage element408and a first controller412may disconnect the system when certain sensors are activated indicating that predetermined thresholds have been exceeded. The first controller412receives DC voltage from the energy storage element408. The first controller412may be in communication with external controls, such as a manual load switch414, a manual unload switch416to actuate the dump trailer to dump materials, and an on/off switch418. The external controls may be positioned on or in the semi-truck or on the semi-trailer. Other digital readouts (e.g., temperature of motor, hydraulic pressure), and/or other controls for controlling the system400may be implemented on the external controls (collectively referred to as “external controls”). While the first controller412is shown as a single component, it will be appreciated that it may be separate components. Additionally, the first controller412is configured to convert the received DC power into AC power and provide the AC power to a motor420(e.g., a synchronous brushless induction motor, permanent magnet motor, or other suitable pump motor) that drives a pump422, which may be implemented as a hydraulic pump. The pump422may be connected to a hydraulic tank424(e.g., a fluid pressure compensation system) and to a dump system426(e.g., a semi-trailer side dump with a hydraulic ram), which may activate the side dump from a first position (materials held upright in trailer) to a second position (materials unloaded from trailer). Additionally, temperature sensors428and speed sensors430may be connected to the first controller412. The temperature sensors428may sense the temperature of, for example, the motor420and the pump422. If the temperature of the motor420and/or the pump422exceeds a predetermined threshold, which may be set by a user or administrator, the contactor410may disconnect power to prevent damage. Further, the speed sensors430may control whether the system400can be activated. For example, an administrator may set a maximum speed of the semi-truck at which dumping may occur, such as 5 mph. If the predetermined speed is exceeded, the dump system426may not unload materials. It will be appreciated that the speed sensors430prevent accidental unloading of materials while driving above a predetermined speed. The first controller412may provide DC power to an electronic control module432(ECM) that is in communication with, and monitors, various components and signals. For example, the ECM432is in communication with an unload safety pressure sensor and switch434, a remote control module436, and a wireless control module438. If pressure in the pump422and dump system426exceeds a predetermined threshold, the pressure sensor434may send information regarding the pressure to the ECM controller432, which can communicate with the first controller412and the contactor410to disconnect the power, thereby preventing damage. In some embodiments, the ECM432may directly communicate with the contactor410, bypassing the first controller412. The remote control module436may receive communication from a handheld remote (e.g., input device122) that may control the system400, such as while sitting in the cab of a semi-truck or at a distance from the truck. In one embodiment, the handheld remote uses a radio transmitter to send commands to the remote control module436. With regard to the wireless control module438, it may communicate with system controls440, such as a smart device (e.g., smartphone) or other user input devices. In one embodiment, the smart device may utilize Bluetooth® to communicate with the wireless control module438. Mobile applications may be implemented on the smart device that can control functions, such as loading and unloading. Additionally, the application may gather information relating to temperature and pressure of the motor420and pump422, which information may be stored on the smart device or on the cloud. In some embodiments, the wireless control module438may monitor and control the entire system400via the smart device or other input device. The system controls440, in some embodiments may be located on a network device or cloud-computing device, which may assist in controlling the system400. In some embodiments, the first controller412and the ECM controller432may be combined into a single component. Further, the system400may comprise a global positioning system (GPS) that may be connected to the wireless control module438. Accordingly, an administrator or a user may program the system400to load or unload the dump system426based upon the GPS location of the semi-truck and trailer. For example, the system400may not be activated unless the semi-truck is at the predetermined GPS location, thereby ensuring that dumping of materials may be at the right location. In some embodiments, the electric dumping system400may be fully automated and use the GPS to be moved from one specific location to the next. Those skilled in the art will recognize that certain aspects and/or components of the system for electrically driving a dump system shown and described with reference toFIGS.1-7may be omitted and/or replaced in some implementations. For instance, in some embodiments, the energy storage element108and/or charge controller is omitted from the system such that the voltage converter102provides increased output DC voltage directly to the controller114via a direct coupling therewith. Additionally, although the foregoing disclosure has focused on semi-truck/semi-trailer dump system implementations (e.g., semi-trailer side dumps and/or end dumps), those skilled in the art will recognize that the principles described may be applied to any ground transportation vehicles/trailers, and even to subject areas that do not include dump systems. For example, a system may include a voltage converter that provides increased DC power to an energy storage element that provides DC power to a controller that converts the DC power into AC power and provides the AC power to a motor that drives/operates an aerial lift, vacuum, plow, excavator, and/or other device. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present disclosure pertains. Various alterations and/or modifications of the inventive features illustrated herein, and additional applications of the principles illustrated herein, which would occur to one skilled in the relevant art and having possession of this disclosure, can be made to the illustrated embodiments without departing from the spirit and scope of the invention as defined by the claims, and are to be considered within the scope of this disclosure. Thus, while various aspects and embodiments have been disclosed herein, other aspects and embodiments are contemplated. While a number of methods and components similar or equivalent to those described herein can be used to practice embodiments of the present disclosure, only certain components and methods are described herein. It will also be appreciated that systems and methods according to certain embodiments of the present disclosure may include, incorporate, or otherwise comprise properties or features (e.g., components, members, elements, parts, and/or portions) described in other embodiments. Accordingly, the various features of certain embodiments can be compatible with, combined with, included in, and/or incorporated into other embodiments of the present disclosure. Thus, disclosure of certain features relative to a specific embodiment of the present disclosure should not be construed as limiting application or inclusion of said features to the specific embodiment unless so stated. Rather, it will be appreciated that other embodiments can also include said features, members, elements, parts, and/or portions without necessarily departing from the scope of the present disclosure. Moreover, unless a feature is described as requiring another feature in combination therewith, any feature herein may be combined with any other feature of a same or different embodiment disclosed herein. Furthermore, various well-known aspects of illustrative systems, methods, apparatus, and the like are not described herein in particular detail in order to avoid obscuring aspects of the example embodiments. Such aspects are, however, also contemplated herein. The present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. While certain embodiments and details have been included herein and in the attached disclosure for purposes of illustrating embodiments of the present disclosure, it will be apparent to those skilled in the art that various changes in the methods, products, devices, and apparatus disclosed herein may be made without departing from the scope of the disclosure or of the invention, which is defined in the appended claims. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. | 45,217 |
11858402 | DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS While embodiments of the present disclosure may be subject to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and will be described in detail herein. However, the present disclosure is not intended to be limited to the particular features, forms, components, etc. disclosed. Rather, the present disclosure will cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure. Reference to the invention, the present disclosure, or the like are not intended to restrict or limit the invention, the present disclosure, or the like to exact features or steps of any one or more of the exemplary embodiments disclosed herein. References to “one embodiment,” “an embodiment,” “alternate embodiments,” “some embodiments,” and the like, may indicate that the embodiment(s) so described may include a particular feature, structure, or characteristic, but not every embodiment necessarily includes the particular feature, structure, or characteristic. Any arrangements herein are meant to be illustrative and do not limit the invention's scope. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. Unless otherwise defined herein, such terms are intended to be given their ordinary meaning not inconsistent with that applicable in the relevant industry and without restriction to any specific embodiment hereinafter described. It will be understood that the steps of any such processes or methods are not limited to being carried out in any particular sequence, arrangement, or with any particular graphics or interface. In fact, the steps of the disclosed processes or methods generally may be carried out in various, different sequences and arrangements while still being in the scope of the present invention. Certain terms are used herein, such as “comprising” and “including,” and similar terms are meant to be “open” and not “closed” terms. These terms should be understood as, for example, “including, but not limited to.” As previously described, there is a need for a ramp system that is coupleable to a truck bed and that allows a user to utilize the storage space of the truck bed while a UTV is positioned therein. The present invention seeks to solve these and other problems. There are many ways to transport UTVs, including trailers, whether enclosed or open, platforms that attach to the truck bed and position the UTV perpendicular thereto, or the truck bed. Each of these options may be desired at certain times depending on the situation. Further, some of these options place different dangers and choices on a user. For example, if wanting to pull a camper trailer and a UTV trailer, a difficult driving situation may be created due to the length of the vehicle coupled to two trailers. In other situations, some may want a platform that rests on top of the truck bed. While these platforms allow access to the bed of the truck for storage, they also place the UTV in a precarious position, being extremely elevated increases the risk of falling and damage to the UTV and increases wind resistance while driving. Lastly, others may place the UTV directly in the truck bed. However, when using the bed of the truck, any storage space present in the truck bed is removed, thereby forcing a user to place items in the UTV, inside the cab of the vehicle, or in an additional trailer. The vehicle ramp system described herein comprises a first ramp and a second ramp each of which may be removably attachable to a truck bed. In addition, the first and second ramps may come in a variety of sizes to fit different truck bed lengths. The first and second ramps may couple to the truck bed via first and second lower brackets and first and second upper brackets. These brackets allow the first and second ramps to be removably attachable to the truck bed and adjustable in height. Accordingly, if additional storage space is required in the truck bed for items, then the height of the first and second ramps may be adjusted. It will be appreciated that the vehicle ramp system is configured to create a storage area between the bottom of the UTV and the truck bed, thereby allowing a user to place items in that space. As shown inFIG.1, in one embodiment, a vehicle ramp system100comprises a first ramp102and a second ramp104each removably attachable to a truck bed106. The first ramp102may be attached to the truck bed106via a first lower bracket108A and a first upper bracket110A, and a ramp fastener112. The second ramp104may be attached to the truck bed106via a second lower bracket108B, a second upper bracket110B, and the ramp fastener112. Further, the first and second ramps102,104may comprise a first panel114A and a second panel114B, respectively, removably attachable thereto. The panels114A,114B may add rigidity and strength to the first and second ramps102,104. Accordingly, once the first and second ramps102,104are coupled to the truck bed106a UTV can be positioned thereon, thereby allowing the UTV to be elevated within the truck bed106. Due to the elevated position of the UTV, a storage area116may be created between a bottom of the UTV and the truck bed, where a user can place tools, camping equipment, luggage, etc. The first and second ramps102,104may be manufactured out of aluminum to decrease the weight of the system100. Other materials that may be used to manufacture the first and second ramps102,104may include, but are not limited to, steel, fiberglass, plastic, and carbon. The first and second ramps102,104may come in a variety of lengths to fit in any size of truck bed106whether long or compact beds. In addition, the first and second ramps102,104may be a variety of heights, depending on the desired storage area in the truck bed106. Furthermore, the first and second ramps102,104may be a variety of widths to accept any width of tire. As shown inFIG.2-5, on a first upper surface118A of the first ramp102and the second upper surface118B of the second ramp104, in some embodiments, there may be one or more traction protrusions120A,120B, assisting UTV tires in moving forward on the first and second ramps102,104. The protrusions120A,120B may be cylindrically shaped with an aperture. In some embodiments, the protrusions120A,120B may be any other shape or configuration so as to provide traction for UTV, lawnmower, or any other type of tire. The first and second ramps102,104may comprise first and second rung-like slats122A,122B on the first and second upper surfaces118A,118B, respectively, which can assist in decreasing the weight and cost thereof. In some embodiments, the first and second upper surfaces118A,118B may lack slots and be a continuous sheet of material, with or without traction protrusions. The first ramp102may comprise a first portion124A and a second portion126A. The second ramp104may comprise a third portion124B and a fourth portion126B. The first portion124A may be angled in relation to the truck bed106so as to allow a UTV or other vehicle to initiate contact with the first ramp102. The first portion124A may be positioned proximate the tailgate of the truck. The second portion126A may be generally parallel to the truck bed106so as to be a resting platform for a UTV or another vehicle. As shown inFIG.4, to maintain the first portion124A at an angle, the first ramp102may receive a first ramp plate128A secured thereto via first fasteners130A. The first fasteners130A may comprise bolts and nuts. Other first fasteners130A may include welding, rivets, or other fastening devices. Referring back toFIG.3, similar to the first ramp102, the third portion124B of the second ramp104may be angled in relation to the truck bed106so as to allow a UTV or other vehicle to initiate contact with the second ramp104. The third portion124B may be positioned proximate the tailgate of the truck. The fourth portion126B may be parallel to the truck bed106so as to be a resting platform for a UTV or another vehicle. To maintain the third portion124B at an angle, the second ramp104may receive a second ramp plate (Not shown, same as first plate128A) secured thereto via second fasteners (not shown, same as the first fasteners130A). The second fasteners may comprise bolts. Other first fasteners may include brackets or other fastening devices. Referring back toFIGS.1-3, the first panel114A may be removably attachable to a first side132A of the first ramp102, the first ramp102also comprising a second side132B. The second panel114B may be removably attachable to a third side132C of the second ramp104, the second ramp104also comprising a fourth side132D. The first and second panels114A,114B may each mirror the angles of the first and second ramps102,104, respectively, so as to be coupleable thereto. The first and second panels114A,114B may comprise first and second upper panel apertures134A,134B, respectively, to receive panel fasteners136(FIG.3) so as to attach the first panel114A to the first ramp102and the second panel114B to the second ramp104. In some embodiments, the first and second ramps102,104and the panels114A,114B may be manufactured so as to be a single unit. That is, for example, the first panel114A integrated with the first ramp102. The first and second panels114A,114B may be manufactured from the same material as the first and second ramps102,104, such as aluminum. However, in some embodiments, the first and second ramps102,104may be manufactured from a different material than the first and second panels114A,114B. For example, the first and second ramps102,104may be manufactured from aluminum while the first and second panels114A,114B may be manufactured from steel. The first ramp102with the first panel114A and the second ramp104with the second panel114B may each be configured to sit over the wheel wells in the truck bed106. Accordingly, the first panel114A may be positioned on a single, inner-facing side of the first ramp102and the second panel114B may be positioned on a single, inner-facing side of the second ramp104so as to leave the other side open to rest on top of the wheel wells. In some embodiments, the first and second ramps102,104may each comprise panels on both sides, wherein the additional panel includes a cutout to receive a wheel well in the truck bed. The first and second panels114A,114B may comprise first and second lower panel apertures138A,138B to receive lower panel fasteners140(FIG.3). It will be understood that the lower panel fasteners140may allow the first and second ramps102,104with their respective first and second panels114A,114B to be coupled to the first and second brackets108A,108B and thus, the truck bed106. It will be appreciated that the first and second ramps102,104with the first and second panels114A,114B may be removably attachable to the first and second brackets108A,108B, respectively. In some embodiments, the first panel114A and the first lower bracket108A may be a single unit coupleable to both the first ramp102and the truck bed106and the second panel114B and the second lower bracket108B may be a single unit (i.e., manufactured from a single piece of material) coupleable to the second ramp104and the truck bed106(shown inFIG.9). As shown inFIGS.2and5, the first lower bracket108A and the second lower bracket108B may comprise first upper and second upper panel apertures142A (FIG.6),142B, respectively, so as to receive the panel fasteners140. The first lower bracket108A with the first upper panel apertures142A so as to move the first ramp102from a first height to a second height, where the first height is lower than the second height. In some embodiments, the first ramps102may be adjusted to any number of heights via the first panel apertures142A, or another adjustment mechanism. While only two panel apertures are shown vertically in line for adjustment purposes, it will be appreciated that there may be one or more panel apertures to adjust the height of the first ramp102. Referring back toFIG.1, one or more first bed apertures144A may be placed on the first lower bracket108A to receive bed fasteners146(FIG.3). The bed fasteners146may couple the first lower bracket108A to the truck bed106. The first lower bracket108A may, in some embodiments, be an L-shaped bracket. As such, the first lower bracket108A may comprise a first side148A and a second side150A. The first side148A may comprise the first upper panel apertures142A and when placed on the truck bed106may be perpendicular thereto. The second side150A may comprise the bed apertures144A and be placed against the truck bed106. Referring toFIG.5, the second lower bracket108B may comprise multiple second upper panel apertures142B so as to move the second ramp104from a first height to a second height, where the first height is lower than the second height. In some embodiments, the second ramp104may be adjusted to any number of heights via the second panel apertures142B, or another adjustment mechanism. While only two panel apertures are shown vertically in line for adjustment purposes, it will be appreciated that there may be one or more panel apertures to adjust the height of the second ramps104. One or more second bed apertures144B may be placed on the second lower bracket108B to receive bed fasteners148. The bed fasteners148(e.g., bolt and nut) may couple the second lower bracket108B to the truck bed106. The second lower bracket108B may, in some embodiments, be an L-shaped bracket. As such, the second lower bracket108B may comprise a third side148B and a fourth side150B. The third side148B may comprise the second upper panel apertures142B and when placed on the truck bed106may be perpendicular thereto. The fourth side150B may comprise the bed apertures144B and be placed against the truck bed106. As an example, to couple the first panel114A to the first lower bracket108A, a user would position the second side150A of the first lower bracket108A against an inside surface of the first panel114A, which would be coupled thereto via the lower panel fasteners140. In addition, the ramp fastener112may couple the first and second ramps102,104to the wheel well. The ramp fastener112may be a bolt. In some embodiments, the ramp fastener112may include a bracket to couple to the wheel wells of the truck or any other type of coupling mechanism. Furthermore, as shown inFIG.6, a first bracket panel152A may comprise multiple first bracket panel apertures154A to receive fasteners156. Some of the fasteners156may be used to couple the bracket panel152A to the first and second ramps102,104. The first bracket panel152A may also comprise first panel apertures158A that interact with the first upper bracket110A. The first bracket panel152A may be generally square-shaped and the same width as an upper surface of the first ramp102. However, in some embodiments, the first bracket panel152A may be narrower or wider than the upper surface of the first ramp102. A second bracket panel152B (FIG.3) may comprise multiple second bracket panel apertures to receive fasteners156. Some of the fasteners156may be used to couple the first and second bracket panels152A,152B to the first and second ramps102,104. The second bracket panel152B may also comprise second panel apertures (not shown, same as158A) that interact with the second upper bracket110B. The second bracket panel152B may be generally square-shaped and the same width as an upper surface of the second ramp104. However, in some embodiments, the second bracket panel152B may be narrow or wider than the upper surface of the second ramp104. It would be understood that the first and second bracket panels152A,152B may vary in length to adjust to any length of truck bed. Furthermore, the first and second bracket panels152A,152B may be manufactured as a single unit with the first and second ramps102,104, respectively. As shown inFIG.7, the first upper bracket110A may be an L-shaped bracket with a first side160A and a second side162A. The first side160A may comprise one or more first side apertures164A to receive upper bracket fasteners166(e.g., bolts) so that the first side160A may be attached to a vertical backwall of the truck bed106opposite the tail gate. The second side162A may comprise one or more second side apertures168A to receive fasteners. The second side apertures168A may align with the first panel apertures158A so as to couple the first bracket panel152A to the first upper bracket110A. In particular, the first bracket panel152A may rest on the second side162A and be coupled thereto. In the same manner, the second upper bracket110A may be an L-shaped bracket with a third side and a fourth side (not shown, same as the first upper bracket110A. The third side may comprise one or more third side apertures to receive the upper bracket fasteners168(e.g., bolts) so that the third side may be attached to a vertical backwall of the truck bed106. The fourth side may comprise one or more fourth side apertures to receive fasteners. The fourth side apertures may align with the second panel apertures so as to couple the second upper panel154B to the second upper bracket110B. As shown inFIG.8, a UTV ramp170may be used to get a UTV onto the tailgate of the truck and up and onto the first and second ramps102,104. Once the UTV is positioned on the first and second ramps102,104, a user may utilize the storage area underneath the UTV. The vehicle ramp system100allows a user to utilize the entire bed of the truck, thereby allowing a user to place the UTV into the truck and store items underneath the UTV. It will be understood that while various embodiments have been disclosed herein, other embodiments are contemplated. Further, systems and/or methods according to certain embodiments of the present disclosure may include, incorporate, or otherwise comprise properties or features described in other embodiments. Consequently, various features of certain embodiments can be compatible with, combined with, included in, and/or incorporated into other embodiments of the present disclosure. Therefore, disclosure of certain features or components relative to a specific embodiment of the present disclosure should not be construed as limiting the application or inclusion of said features or components to the specific embodiment unless stated. As such, other embodiments can also include said features, components, members, elements, parts, and/or portions without necessarily departing from the scope of the present disclosure. The embodiments described herein are examples of the present disclosure. Accordingly, unless a feature or component is described as requiring another feature or component in combination therewith, any feature herein may be combined with any other feature of a same or different embodiment disclosed herein. Although only a few of the example embodiments have been described in detail herein, those skilled in the art will appreciate that modifications are possible without materially departing from the present disclosure described herein. Accordingly, all modifications may be included within the scope of this invention. | 19,246 |
11858403 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Certain terminology is used in the following description for convenience only and is not limiting. The words “right,” “left,” “front,” “forward,” “back,” “rear,” “up,” and “down” designate the directions as they would be understood by a person directly behind the convertible ramp body, vehicle, and/or combination. The words “outer” and “inner” refer to directions away from and toward, respectively, the geometric center of the cargo bed102. “Lateral sides” refers to opposite ends of a component along a geometric horizontal axis of the convertible ramp body, vehicle, and/or combination, namely the right and left sides. “Axial sides” refers to opposite ends of a component along a geometric axis perpendicular to the horizontal axis, namely the front and rear ends. The terms “overlaying,” “overlapping,” or “covering,” when used in connection with two surfaces is defined as meaning “being positioned anywhere between the actual touching of two surfaces to being in facing orientation and within one inch (or 2.54 centimeters) apart.” Additionally, the words “a” and “one” are defined as including one or more of the referenced items unless specifically stated otherwise. The terminology includes the words above specifically mentioned, derivatives thereof, and words of similar import. Referring toFIGS.1-27, wherein like numerals indicate like elements throughout, there are shown preferred embodiments of a convertible ramp body120, a vehicle100, and a combination119thereof. The term “vehicle” used herein means any apparatus which may move a person, persons, objects, goods, etc., from one location to another. While a pick-up truck or similar vehicle is shown in the figures, those of ordinary skill in the art will appreciate from this disclosure that the invention may be used in connection and/or combination with any other vehicles, including cars, dump trucks, bulldozers, ATVs and four wheelers, horse or bike drawn carts, boats, train cars, airplanes, or any other suitable apparatus. Referring toFIGS.1and10, the vehicle100preferably includes a cargo bed102that has a bed floor104onto which objects may be placed for transport and about which the convertible ramp body120may be positioned. The cargo bed102is preferably distinguishable from other elements of the vehicle100, such as the cab, undercarriage, wheels, and other parts unrelated to cargo storage. The bed floor104of the cargo bed preferably has a perimeter105defined by a horizontal sidewall110and bed opening114(which may contain a rear gate113detachably and rotatably positioned therein) on opposite axial ends, preferably the front and rear axial ends of the bed floor104, respectively. The perimeter105of the bed floor104is preferably further defined by a first lateral sidewall106on one lateral side of the bed floor104(preferably the right side), and a second lateral sidewall108on the opposite lateral side of the bed floor104(preferably the left side). The first and second lateral sidewalls106,108preferably each define some of a plurality of sidewall openings112. The plurality of sidewall openings112are preferably holes in the upper surfaces or sides of the first and second lateral sidewalls106,108. The vehicle100preferable also includes a bumper116positioned proximate to the bed opening114, and a towing bracket118positioned below the bumper116and configured to facilitate the towing of trailers. A pin hole179may be defined by the towing bracket118and configured to receive a hitch pin178which might secure an accessory, such as a trailer hitch, within the towing bracket118. Those of ordinary skill in the art will appreciate from this disclosure that any suitable device for detachably securing accessories within the towing bracket118may be provided without exceeding the scope of this disclosure. Referring toFIGS.2-4and17-20, the convertible ramp body120and the combination119vehicle100and convertible ramp body120, preferably includes a storage shelf body124on one axial end, preferably the front axial end, and a cargo bed extender122on the opposite axial end, preferably the rear axial end. The storage shelf body124and cargo bed extender122are preferably connected by a first sidewall beam126on one lateral side, preferably the right side, and a second sidewall beam128on the opposite lateral side, preferably the left side. The first and second lateral sidewall beams126,128may each include some of a plurality of securing posts130. The plurality of securing posts130are preferably extensions or protrusions configured to fit within corresponding members of the plurality of sidewall openings112. The convertible ramp body120may also include a horizontal sidewall beam132configured to be positioned along the horizontal sidewall110and may form a portion of the shelf frame134. In some preferred embodiments, the horizontal sidewall beam132may include some of the plurality of securing posts130, and the horizontal sidewall110may include some of the plurality of sidewall openings112. A ramp150is preferably connected to the cargo bed extender122via a pivotal connection152, allowing the ramp150to rotate upward and downward about the pivotal connection152. The combination119is preferably formed by positioning the convertible ramp body120about the cargo bed102of the vehicle100. Those of ordinary skill in the art will appreciate from this disclosure that the convertible ramp body120is said to be positionable about the cargo bed102because it preferably abuts and/or is positioned on top of and/or through different portions of the cargo bed102. As will be discussed in more detail below, the first sidewall beam, for example, is preferably positioned on the first lateral sidewall106an includes some of a plurality of securing posts130which may be positioned within some of a plurality of sidewall openings112in the first lateral sidewall106. The cargo bed extender122preferably abuts all of the first lateral sidewall106, second lateral sidewall108, and bed opening114and may be positioned on the bumper116. The convertible ramp body120neither rests completely on, nor is positioned completely in, the cargo bed102. Instead, it is positioned on and against portions of the cargo bed102, and thus it is positioned about the cargo bed102. Critically, it is preferred that no part of the convertible ramp body120is formed by the rear gate113and that the convertible ramp body120does not adjacently overlay nor lay upon any portion of the bed floor104when the convertible ramp body120is positioned about the cargo bed102of the vehicle100. In other words, the convertible ramp body120is not positioned directly on, or closely above the bed floor104. This ensures that the effective area of the bed floor104—the area upon which objects placed in the cargo bed102may rest—is not decreased or impeded by the convertible ramp body120. The vehicle100preferably includes a cargo bed102with a bed floor104. The bed floor104preferably has a perimeter105defined by a horizontal sidewall110and a bed opening114positioned on opposite axial ends of the cargo bed102. The bed opening114preferably does not have a rear gate113located therein. The perimeter105may be further defined by a first lateral sidewall106and a second lateral sidewall108, positioned on opposite lateral ends of the cargo bed102. The first and second lateral sidewalls106,108preferably include a plurality of sidewall openings112in their respective top sides. The vehicle100may also have a bumper116positioned near the bed opening114and a towing bracket118positioned generally on or below the bumper116. The convertible ramp body120preferably has a storage shelf body124configured to be positioned on one axial end of the cargo bed102, and a cargo bed extender122configured to be positioned on the opposite axial end of the cargo bed102. Preferably, the storage shelf body124is positioned above the horizontal sidewall110. Stated another way, it is preferred that the storage shelf body124is positioned farther from the bed floor104, as measured planar perpendicularly, than any part of the horizontal sidewall110is. It is also preferred that the storage shelf body124is positioned farther from the bed floor104, as measured planar perpendicularly, than any part of the first and second lateral sidewalls106,108. The cargo bed extender122is preferably positioned on the opposite axial end of the cargo bed102from the storage shelf body124, with the cargo bed extender122thus being positioned adjacent to the bed opening114. Referring toFIGS.7,8, and10, the cargo bed extender122preferably has a support panel144(also referred to herein as the roll-off portion) configured to increase an effective area of the cargo bed102of the vehicle100provide an expanded cargo bed. In other words, the cargo bed extender122is preferably configured to essentially make the cargo bed102larger, as such a configuration may be preferable for transporting rolling tools190. In order to achieve this, it is preferred that the support panel144be attached to the vehicle100and to be positioned adjacent to and in general edge-to-edge alignment with the cargo bed102of the vehicle100. A general edge-to-edge alignment may include the positioning of the support panel144within 6 inches (15.24 centimeters) higher or lower than the bed floor104and positioned within 24 inches (or 60.96 centimeters) of the bed opening114along a flat plane. A roll ledge123may be connected to a top side of the support panel144and configured to cover the space between the support panel144and bed floor104when the support panel144and bed floor104are in edge-to-edge alignment. Preferably, the support panel144is formed by a first flooring section140overlaying a cargo bed extender frame164. When viewed from behind, the cargo bed extender122preferably has a U-shape, with the sides of the U formed by the first and second sidewall extenders146,148and the bottom of the U formed by the support panel144. When viewed in cross-section across a vertical axis, however, the support panel144preferably has an arcuate curvature. In other words, the support panel144(and, accordingly, the first flooring section140) is curved, sloping downward from its front side, proximate to the cargo bed102, to its rear side, where the ramp150may be connected via a pivotal connection152. Phrased another way, the support panel144has first and second support panel ends, with the first support panel end (the end proximate to the ramp150) being vertically closer to the ground188(also referred to herein as a transfer surface188) than the second support panel end (the end proximate to the cargo bed102). The second support panel end is preferably position generally at a same vertical distance above the ground188as the bed floor104of the cargo bed102of the vehicle100. While it is preferred that the second support panel end is generally positioned a same vertical distance above the ground188as the cargo bed102of the vehicle100, “generally positioned a same vertical distance above the ground188” refers to being position within 6 inches (or 15.24 centimeters) above or below the exact same distance. Those of ordinary skill in the art will appreciate from this disclosure that any positioning within this 12 inch (or 30.48 cm) range constitutes generally a same vertical distance. In other preferred embodiments, such as the one shown inFIG.8, the cargo bed extender122may include a vertical support portion154having a first flooring section140and a roll-off portion144having a second flooring section142. The cargo bed extender122preferably further includes a first sidewall extender146and second sidewall extender148, each extending upward perpendicularly from the first flooring section140and second floorings section142. Preferably the first sidewall extender146and second sidewall extender148each directly abut the first and second lateral sidewalls106,108respectively. Similarly, it is preferred that the vertical support portion154abuts the bed opening114and is positioned generally above, although it may rest directly on, the bumper when the convertible ramp body120is positioned about the cargo bed102. Preferably, no part of the convertible ramp body120is formed by the rear gate113of the vehicle100, which preferably would be removed from the bed opening114prior to placing the convertible ramp body120about the cargo bed102. The cargo bed extender122may also include a towing bracket connector170extending downward therefrom to connect to the towing bracket118and further connect the convertible ramp body120to the vehicle100. Preferably, this positions the first flooring section140above the bumper116. It is preferred that the convertible ramp body120does not adjacently overlay nor lay upon any portion of the bed floor104when the convertible ramp body120is positioned about the cargo bed102of the vehicle100. In other words, the convertible ramp body120is not positioned directly on, or closely above, the bed floor104. This ensures that the effective area of the bed floor104—the area upon which objects placed in the cargo bed102may rest—is not decreased or impeded by the convertible ramp body120. Phrased another way, the convertible ramp body120preferably occupies no portion of the bed floor104that could be used for storing rolling tools190, nor occupies any space which may be required for loading rolling tools190into the cargo bed102. In some preferred embodiments, the convertible ramp body120may include a roll ledge123which bridges any gap between the first flooring section140and the bed floor104. While the roll ledge123may overlay a small portion of the bed floor104, this amount is preferably less than 5% of the total bed floor104area. Preferably, the cargo bed extender122and the storage shelf body124are connected by, and located on opposite ends of, the first and second sidewall beams126,128. The first sidewall beam126is preferably positioned at least partially on top of the first lateral sidewall106and the second sidewall beam128is preferably positioned at least partially on the second lateral sidewall108. The first and second sidewall beams126,128are preferably formed of straight and rectangular prismatic members which may be able to sit generally flat on top of the first and second lateral sidewalls106,108respectively. Similarly, the horizontal sidewall beam132is also preferably formed of straight and rectangular prismatic members which may be able to sit generally flat on top of the horizontal sidewall110. Those of ordinary skill in the art will appreciate from this disclosure that the first and second sidewall beams126,128and the horizontal sidewall beam132may be provided in any suitable shape, including an L-shape, a U-shape, a V-shape, a cylinder, or any other suitable shape. The first sidewall beam106, second sidewall beam108, and or the horizontal sidewall beam132may include some of a plurality of securing posts130attached thereto. These securing posts130are preferably roughly perpendicular protrusions configured to fit into corresponding members of the plurality of sidewall openings112, holes or opening in the first lateral sidewall106, second lateral sidewall108, and/or horizontal sidewall110. The combination of the plurality of securing posts130and plurality of sidewall openings112is configured to secure the position of the convertible ramp body120about the cargo bed102, specifically to keep the convertible ramp body120from shifting along a two-dimension plane. The combination119preferably further includes a ramp150connected to the cargo bed extender122by a pivotal connection152which allows the ramp150to rotate upward and downward about the pivotal connection152. The pivotal connection152is preferably formed of two hook connectors positioned on the ramp frame166of the ramp150, and two guide sections positioned one the cargo bed extender frame164. The two hook connectors may engage the two guide sections to form the pivotal connection152. Those of ordinary skill in the art will appreciate from this disclosure that any suitable connection may be provided, positioned on either or both of the ramp frame166and cargo bed extender frame164, to form the pivotal connection152. The ramp150is preferably formed of a ramp frame166with a ramp floor167positioned thereon. The ramp frame166preferably forms a perimeter of the ramp150to define the shape of the ramp150and to increase its stability, while the ramp floor167is configured for allowing rolling tools190or other objects to roll on and over it. The ramp frame166and/or cargo bed extender122may also include ramp lock192to secure the ramp150in an upward position. The ramp frame166may also include a first ramp buckle connector200positioned on one lateral side of the ramp150positioned proximate to the first sidewall extender146and a second ramp buckle connector201positioned on the opposite lateral side of the ramp150positioned proximate to the second sidewall extender148. The first ramp buckle connector200is preferably configured such that the first turnbuckle194can be connected thereto while also being connected to one of the first turnbuckle connectors195on the outside of the first sidewall extender146, and the second ramp buckle connector201is preferably configured such that the second turnbuckle196can be connected thereto while also being connected to one of the second turnbuckle connectors197on the outside of the second sidewall extender148. The ramp150, particularly in connection with the pivotal connection152, is configured to rotate between two positions. The first position is a downward position, wherein the free end of the ramp150rests on a transfer surface188. In the first position, the ramp floor167faces generally upward and away from the cargo bed102and the weight of the ramp150is distributed between the transfer surface188, the towing bracket118(via the towing bracket connector170) and the pivotal connection152. The second position is an upward position, where the ramp150is rotated upward until it either on of contacts the cargo bed extender122or the ramp lock190. In the second position, the upward position, the ramp floor167generally faces toward the cargo bed102and the weight of the ramp150is fully placed on the towing bracket118(via the towing bracket connector170) and the pivotal connection152. It is preferred that the ramp frame166it is at least as wide as, and preferably wider than, the cargo bed extender frame164such that the ramp150cannot rotate past the cargo bed extender122. This configuration helps to ensure the ramp150does not cover or overlay any portion of the bed floor104. Referring toFIGS.6and14-16, the storage shelf body124preferably includes a shelf frame134which defines the rough shape of the storage shelf body124. This is distinguishable from the shelf flooring section143, a flat section of the storage shelf body124configured to be held roughly horizontally flat to allow items to be positioned and stored thereon. The shelf flooring section143is further preferably held parallel or roughly parallel (that is, within 30 degrees of true parallel and more preferably within 15-degrees of true parallel) to the bed floor104. The shelf flooring section134is preferably formed of a thin layer of braided metal or sheet metal, preferably covered by a coating designed to prevent rust or corrosion. This coating may include paint, rubber, enamel, or any other suitable material. The shelf frame124, conversely, is preferably formed of flat, L-shaped, or rectangular prismatic metal members, with the metal preferably being suitably thick to allow the storage shelf body124to provide some counterweight to the ramp150held along the front axial end of the cargo bed102proximate to the cab of the vehicle100. The storage shelf body124may also be connected to the cargo bed102by a plurality of mounting brackets168attached to the shelf frame135and screwed or bolted to the first lateral sidewall106, second lateral sidewall108, horizontal sidewall110and/or any other part or parts of the cargo bed102. The shelf frame134preferably includes along its lower portion a horizontal sidewall beam,132preferably positioned on the horizontal sidewall110, a shelf portion of the first sidewall beam136positioned partially on the first lateral sidewall106, and a shelf portion of the second sidewall beam138positioned partially on the second lateral sidewall108. The shelf portion of the first sidewall beam136may be connected to the first lateral sidewall106by one of a plurality of engagement brackets169and, similarly, the shelf portion of the second sidewall beam,138may be connected to the second lateral sidewall108by another of the plurality of engagement brackets169. Preferably, the shelf frame134also includes shelf support posts162extending upward roughly perpendicularly from any or all of the horizontal sidewall110, the shelf portion of the first sidewall beam136, and/or the shelf portion of the second sidewall beam138. The shelf support posts162are preferably configured to provide vertical support to the shelf flooring section143so that it does not collapse downward from its own weight and/or from the weight of objects placed thereon. Preferably, the first shelf support post162extends upward from the right side corner of the shelf frame134where the horizontal sidewall110and the shelf portion of the first sidewall beam136meet at a 90 degree angle and are preferably connected by a weld, and the second shelf support post162extends upward from the left side corner of the shelf frame134where the horizontal sidewall110and the shelf portion of the second sidewall beam138meet at a 90 degree angle and are also preferably connected by a weld. A third shelf support post162preferably extends upward from a portion of the a shelf portion of the first sidewall beam136such that it is positioned above the first lateral sidewall106, and a fourth shelf support post162preferably extends upward from a portion of the shelf portion of the second sidewall beam138such that it is positioned above the second lateral sidewall108. Roughly halfway up the shelf support posts162, a shelf support arm163is preferably positioned running roughly perpendicular to the shelf support posts162. In a preferred embodiment, the shelf support arm163is preferably positioned between the third and fourth shelf support posts162and holds the shelf flooring section thereon143. It is further preferred that the shelf support arm163is configured such that the entire shelf support arm163and a portion of the shelf flooring143are positioned directly above a portion of the bed floor104. However, in this preferred configuration, it is preferred that the shelf support arm163and shelf flooring section143are located farther from the bed floor104, as measured planar perpendicularly, than any of the horizontal sidewall110, the first lateral sidewall106, and the second lateral sidewall108. In some preferred embodiments, the shelf flooring section143may be connected on its lateral and front sides only by welds to the shelf support posts162. However, in other preferred embodiments, the shelf flooring section143may be connected on its lateral sides to the first shelf sidewall156and second shelf sidewall158, as well as to a horizontal shelf sidewall160on its front side. The first shelf sidewall156and second shelf sidewall158are preferably positioned on opposite lateral ends of the storage shelf body124(and, similarly, of the cargo bed102), and the horizontal shelf sidewall160is preferably positioned on an axial end of the storage shelf body124(and, similarly, of the cargo bed102). The first shelf sidewall156, second shelf sidewall158, and horizontal shelf sidewall160are preferably formed of a solid or semi-solid member, such as sheet metal, braided metal, bars, mesh, etc. There is preferably no sidewall on the inner axial end of the storage shelf body124, where the shelf support arm163is preferably located. This configuration is intended to allow for easy loading of the storage shelf body124, and further ensuring that handheld tools186or other items placed on the storage shelf body124can only fall into the cargo bed102if they become dislodged from the shelf flooring section143. In other preferred embodiments, the shelf frame134may also include first and second sidewall arms and a horizontal sidewall arm, all positioned on the same horizontal plane as the shelf support arm164. In such embodiments, the shelf flooring section143may rest on all of the shelf support arm163, the first and second sidewall arms, and the horizontal sidewall arm. In still other preferred embodiments, the top of the shelf frame134may include a first shelf sidewall cap, a second shelf sidewall cap, and a horizontal shelf sidewall cap. These elements are preferably solid, flat beams which may cover the tops of the shelf support posts163and of the first shelf sidewall156, second shelf sidewall158, and horizontal shelf sidewall160, and may connect to them via welds to provide additional stability to the storage shelf body124. Preferably, there is no cap positioned above the shelf support arm163. Referring toFIGS.7,8, and10, the cargo bed extender122preferably includes a cargo bed extender frame164that gives shape and stability to the cargo bed extender122. The cargo bed extender frame164is roughly U-shaped when viewed from behind, with the lower portion of the cargo bed extender frame122providing support for the first and/or second flooring sections140,142, with the sides forming support for the first sidewall extender146and second sidewall extender148. The cargo bed extender frame164is preferably made of steel or metal beams in L- or U-shapes and/or flat beams. The cargo bed extender122preferably forms a support panel144(also referred to herein as the roll-off portion144) configured to increase an effective area of the cargo bed102of the vehicle100. Preferably, the support panel144is formed by a first flooring section140overlaying a cargo bed extender frame164. When viewed from behind, the cargo bed extender122preferably has a U-shape, with the sides of the U formed by the first and second sidewall extenders146,148and the bottom of the U formed by the support panel144. When viewed in cross-section across a vertical axis, however, the support panel144preferably has an arcuate curvature. In other words, the support panel144(and, accordingly, the first flooring section140) is curved, sloping downward from its front side, proximate to the cargo bed102, to its rear side, where the ramp150may be connected via a pivotal connection152. Phrased another way, the support panel144has first and second support panel ends, with the first support panel end (the end proximate to the ramp150) being vertically closer to the ground188(also referred to herein as a transfer surface188) than the second support panel end (the end proximate to the cargo bed102). The second support panel end is preferably position generally at a same vertical distance above the ground188as the bed floor104of the cargo bed102of the vehicle100. In other preferred embodiments, such as the one shown inFIG.8, the cargo bed extender frame164preferably defines a perimeter of a rectangular shape and is preferably bent at an angle, with the center of one set of parallel sides meeting at an angular connection. A bar is preferably positioned at the angular connection and is connected to both of said parallel sides. This allows the cargo bed extender frame164to provide additional support to the angular connection. It is preferred that these portions of the cargo bed extender frame164be formed or rectangular prismatic steel beams. The pivotal connection152, to which the ramp150may be connected, is preferably positioned on the cargo bed extender frame164proximate to the roll-off portion144. In some preferred embodiments, the cargo bed extender frame164has an arcuate curve shape to give the support panel144its shape. In other preferred embodiments, the cargo bed extender frame164is preferably bent at a 160-degree angle about the angular connection. That is, the portion of the cargo bed extender frame164on one side of the angular connection is positioned at approximately 160 degrees relative to the other side, when measured from the underside of the cargo bed extender frame164. Viewed from above, the angle would preferably be 200 degrees. It is generally preferred that the angle, when measured from below, is any angle greater than ninety degrees. While angles between 145 and 175 degrees are further preferred, those of ordinary skill in the art will appreciate from this disclosure that any suitable angle may be used. In this preferred embodiment, a first flooring section140is preferably positioned on the cargo bed extender frame164on only one side of the angular connection and is connected to portions of the perimeter of the rectangular shape. The second flooring section142is preferably positioned on the opposite side of the angular connection and is also connected to portions of the perimeter of the rectangular shape. Such a configuration positions the first flooring section140and second flooring section142at different angular planes. The first flooring section140preferably forms the vertical support portion154, and the portion with the second flooring section142preferably forms the roll-off portion144. In some preferred embodiments, two or more axial beams may also be included as part of the cargo bed extender frame164. These are preferably positioned across the cargo bed extender frame164and preferably correspond to the placement of the pivotal connection152on the cargo bed extender frame164. These may also roughly correspond to the position of the guide sections on the ramp150. The cargo bed extender frame154preferably also includes first and second sidewall extenders146,148which form the vertical portions of the rough U-shape of the cargo bed extender frame164. The second sidewall extender148is preferably roughly a mirror-image shape compared to the first sidewall extender146. Thus, statements regarding the shape of the first sidewall extender146may also apply to the second sidewall extender148. For the purposes of clarity, descriptions of shape will be limited to discussing the first sidewall extender146. The first sidewall extender146preferably has a unique shape, with a flat upper side and a lower end bent or curved to correspond to the shape of the support panel144. Thus, if the bottom portion of the cargo bed extender frame is bent at a 160-degree angle, as discussed above, the lower end of the first sidewall extender146will also turn at a 160-degree angle. In order to keep the top side of the first sidewall extender146flat despite the curved under side, the inner axial end of the first sidewall extender146is preferably longer than the outer axial end of the first sidewall extender146. The outer axial end of the first sidewall extender146may also include the ramp lock192. The outer major surface of the first sidewall extender146may include one of more first turnbuckle connectors195for connecting a first turnbuckle194thereto. In some preferred embodiments, the upper end of the first sidewall extender146may include a bed extender portion of the first sidewall beam137which is positioned partially above the first lateral sidewall106and may be connected to the first sidewall beam126, preferably by one of a plurality of engagement brackets169. The engagement brackets169may be configured to detachably connect to the first and/or second sidewall beams126,128and preferably allow for them to be connected and disconnected without the use of tools. As the second sidewall extender148may preferably be formed of a similar shape in a mirror-image, the second sidewall extender148may also include on its upper end a bed extender portion of the second sidewall beam139which is positioned partially above the second lateral sidewall108and may be connected to the second sidewall beam128, preferably by one of a plurality of engagement brackets169. The second sidewall extender148may also include a ramp lock192, which may be provided in addition to, or used in connection with, a ramp lock192positioned on the first sidewall extender146. The outer major surface of the second sidewall extender148may include one of more second turnbuckle connectors197for connecting a second turnbuckle196thereto. Preferably, the top side and outer axial side of the first sidewall extender146(and the second sidewall extender148) are formed of rectangular prismatic metal bars, and the inner axial side and lower side are preferably formed of L-shaped metal beams. The first sidewall extender146(and second sidewall extender148) preferably further includes a sidewall formed by metal sheeting or braided metal, matching the preferred material for the first and second flooring sections140,142. In those preferred embodiments in which the cargo bed extender122has a distinct angle, the angular connection preferably distinguishes the vertical support portion154from the roll-off portion144. The vertical support portion154, which includes the first flooring section140, is preferably configured to be held roughly parallel to the bed floor104and close enough to form a nearly contiguous surface for storage with the bed floor104. The vertical support portion154, being nearly contiguous with the bed floor104, may increase the “effective area” of the bed floor104. For example, rolling tools190like a large tractor may be too long to rest on the bed floor104. In other words, the bed floor104may have an effective area that is too small for the tractor. The vertical support portion154may increase this area such that the tractor may rest on both the bed floor104and a portion of the vertical support portion154. Thus, the vertical support portion154has increased the effective area of the bed floor104. Critically, while the cargo bed extender122may abut the cargo bed102, the cargo bed extender122preferably does not cover or overlay any portion of the bed floor104or rear gate113, nor is any portion of the cargo bed extender122formed by the rear gate113. The roll-off portion144is configured to create an easier transition to the ramp150. In some preferred configurations, a roll ledge123may be included to bridge any gap between the cargo bed extender122and the cargo bed102to further ease the transition between the cargo bed102and the ramp150. Referring toFIGS.6,9,11-13and27, the cargo bed extender122preferably also includes a towing bracket connector170. The towing bracket connector170preferably extends downward from the cargo bed extender frame164, and is preferably connected to some portion or portions thereof. In some preferred embodiments, the towing bracket connector170, and specifically the spacer portion172may be connected to the perimeter of the cargo bed extender frame164or to the bar at the angular connection. In other preferred embodiments, the towing bracket connector170it may be connected to at least one of the first flooring section140or second flooring section142. The towing bracket connector170preferably includes at least one spacer portion172and an engagement portion174, with the at least one spacer portion172being connected to the engagement portion174. In some preferred embodiments, the towing bracket connector170may form a rough L-shaped, with the spacer portion172extending downward and being connected to the engagement portion174at approximately a 90-degree angle, and the engagement portion174configured to be inserted into the towing bracket118of the vehicle100. In such an embodiment, the spacer portion172ensures that the cargo bed extender122sits above the bumper116. In some preferred embodiments, the position of the connection of the spacer portion172and engagement portion174on either or both of these elements may be adjustable to allow the position of the convertible ramp body120about the cargo bed102to be adjusted. In other preferred embodiments, the convertible ramp body120, and specifically the towing bracket connector170, further includes a jack assembly175(simple referred to in the claims and herein as the jack175) positioned on the bottom side of the support panel144which can be extended to contact the ground188, or the transfer surface188. A first spacer portion172and/or a second spacer portion173extending from the cargo bed extender frame164may be connected to the jack assembly170on the inside of and being sandwiched between the jack plates208. The first spacer portion172is preferably held at a diagonal positions while the second spacer portion173is preferably held at a roughly vertical position, being perpendicular relative to the ground188. Preferably, when the ramp150is fixed in position relative to the support panel144and in the ground contacting position, the jack175may be put in contact with the ground188to support the cargo bed extender122above the ground188by the ramp150and the jack175. This configuration preferably allows the ramp150and the cargo bed extender122to be freestanding relative to the rest of the combination119. The towing bracket connector170preferably includes a first spacer portion172extending diagonally downward from the cargo bed extender frame164and a second spacer portion174extending roughly straight downward from the cargo bed extender frame164. The first and second spacer portions172,174preferably both connect to a jack assembly175. The jack assembly175is preferably formed of at least one jack plate208surrounding a telescoping rod176at least partially containing an extendable leg206ending in a footer177configured to contact the transfer surface188. The portion of the telescoping rod176farthest from the footer177preferably forms a connecting cap210configured to connect to a portion of the cargo bed extender frame164. The jack assembly175, also referred to herein as the jack175, may also include cross plates214that run perpendicularly to the jack plates208and pass through the jack plates208while squeezing the telescoping rod176. This preferably provides increased support to the telescoping rod176. The portion of the jack assembly175closest to the towing bracket118may connect to the engagement portion174of the towing bracket connector170. The jack plate208may include a plurality of rack openings202configured to correspond to vertical adjustment openings212in the engagement portion174. By raising or lowering the engagement portion174until it aligns with a preferred rack opening202, a user may adjust the height of the engagement portion174relative to the cargo bed extender frame164. Once the desired height is reached, a rack pin204may be inserted through the rack opening202and vertical adjustment opening212to secured them in place. The rack pin204may pass through some of the rack openings202and vertical adjustment openings212to adjust the height of the engagement portion174relative to the cargo bed extender frame164, as this may allow the towing bracket connector170to ensure that the support panel144is held at generally the same height relative the support surface188as the bed floor104. In some preferred embodiments, a plurality of pin holes179may run through the towing bracket118and/or towing bracket connector170, and a hitch pin178may be inserted therethrough to detachably secure the towing bracket connector170inside the towing bracket118. The jack assembly175may include an extension drive mechanism, such as a hand crank or motor, to drive the lowering of the extendable leg206until the footer177reaches the support surface188. In some preferred embodiments, the combination119vehicle100and convertible ramp body120may include a means for detachably securing the engagement portion174within the towing bracket118of the vehicle100. The towing bracket118and engagement portion174may combine to define a pin hole179which passes fully through both the towing bracket118and engagement portion174. When these elements are aligned to fully open the pin hole179, a hitch pin178may be inserted therethrough to keep the engagement portion174from sliding out of the towing bracket118. In some preferred embodiments, the hitch pin178may be straight while in other embodiments it may be bent or crimped to further secure its position. Those of ordinary skill in the art will appreciate from this disclosure that any suitable locking means may be provided. Referring toFIGS.2-3,9, and17-21, the ramp150is preferably connected to the cargo bed extender122by a pivotal connection152which may allow the ramp150to rotate upward and downward about the pivotal connection152. The pivotal connection152is preferably formed of interlocking connector pieces positioned on any or both of the ramp150and/or the cargo bed extender122. In some preferred embodiment, two hook connectors positioned on the ramp frame166of the ramp150, and two guide sections positioned one the cargo bed extender frame164. The two hook connectors may engage the two guide sections to form the pivotal connection152. Those of ordinary skill in the art will appreciate from this disclosure that any suitable connection may be provided, positioned on either or both of the ramp frame166and cargo bed extender frame164, to form the pivotal connection152. The ramp150preferably includes a ramp frame166with a ramp floor167positioned thereon. The ramp frame166preferably forms a perimeter of the ramp150to define its shape and increase stability, while the ramp floor167is configured for rolling tools190or other objects to roll over it. The ramp frame166preferably also includes guide struts running axially which correspond to the rough position of wheels on rolling tools190, to provide greater support to the ramp floor167when rolling tools190are moved up the ramp150. Those of ordinary skill in the art will appreciate from this disclosure that any suitable configuration of beams may form the ramp frame166without exceeding the scope of this disclosure. The ramp frame166is preferably of strong metal or steel beams, which may be flat, cylindrical, rectangular prismatic, U- or L-shaped, or any other suitable shape. It is preferred that, when the ramp150is in the lowered position, the ramp frame166contacts the transfer surface188. The ramp frame166may also include some portions of the pivotal connection152attached thereto. The ramp frame166may further also include either the ramp lock192or an engagement segment for engaging the ramp lock192, which may secure the ramp150in an upward position. The ramp150, particularly in connection with the pivotal connection152, is configured to rotate upward and downward between two positions. The ramp150is preferably moveable between a ground contacting position, to extend between the ground188and the cargo bed extender122, and a blocking position, such that the ramp150forms a gate for an end of the cargo bed104which may secure rolling tools190within the cargo bed102when the vehicle100is moving. The ground contacting position may also be referred to herein as the downward position, wherein the free end of the ramp150rests on a transfer surface188. The blocking position may also be referred to herein as the upward position or the fully upright position, where the ramp150is rotated upward until it either on of contacts the cargo bed extender122or the ramp lock190. In the upward position, the weight of the ramp150is fully placed on the pivotal connection152. It is preferred that the ramp frame166it is at least as wide as, and preferably wider than, the cargo bed extender frame164such that the ramp150cannot rotate past the cargo bed extender122. This configuration helps to ensure the ramp150does not cover or overlay any portion of the bed floor104. Referring toFIGS.9and27, the ramp frame166may further include a first ramp buckle connector200positioned on a lateral end thereof proximate to the first sidewall extender146and a second ramp buckle connector201positioned on the opposite lateral end proximate to the second sidewall extender148. The first and second ramp buckle connectors200,201are preferably configured to connect to one end of the first turnbuckle194and second turnbuckle196, respectively, while the first turnbuckle194is connected to one of the first turnbuckle connectors195and/or the second turnbuckle196while it is connected to one of the second turnbuckle connectors197. The first and second turnbuckles194,196are preferably formed of steel jaw and jaw turnbuckles which have an adjustable length that can be locked at a desired length. However, those of ordinary skill in the art will appreciate from this disclosure that any suitable strong, adjustable support may form the first and second turnbuckles194,196without exceeding the scope of this disclosure. The first and second turnbuckles194,196are preferably configured to help the ramp150to support the cargo bed extender122when it is freestanding from the rest of the combination120. In some preferred embodiments, the ramp150and cargo bed extender122may be removed from the rest of the combination119convertible ramp body120and vehicle100and allowed to stand on its own, elevated from the ground188(also referred to as the transfer surface188). Preferably, the support panel144, or roll-off portion144, remains generally at the same height as the bed floor102when it is freestanding and when it is connected to the rest of the combination119. In other words, it is preferred that the height of the support panel144is generally unchanged whether the support panel144is engaged with a vehicle100or freestanding. The term “generally unchanged” when used herein refers to remaining within 6 inches (15.24 centimeters) higher or lower than the other position. When the ramp150and cargo bed extender122are freestanding, a significant portion of the weight thereof is placed on the footer177via the jack assembly175. However, in order to increase stability, the angular position of the ramp150relative to the cargo bed extender122must be secured. The first and second turnbuckles194,196preferably lock the ramp150in said angular position, thus allowing some of the weight of the ramp150and cargo bed extender122to be distributed to the ramp frame166. Preferably, only the ramp150and footer177come into contact with the support surface188. The weight of this piece is placed on the ramp150(and transferred onto the first and/or second turnbuckles194,196) and the footer177(and transferred through the extendable leg206, onto the telescoping rod176, onto the connection cap210, and finally onto the cargo bed extender frame164). Referring toFIGS.18, the convertible ramp body120may also include at least one sidewall hanging rack180positioned on the first sidewall beam126and/or on the second sidewall beam128. In some preferred embodiments, the first and second sidewall beams126,128may include a first and second sidewall hanging rack180,182respectively. The at least one sidewall hanging rack180is preferably formed of vertically extending bars with a plurality of hooks184for receiving and holding handheld tools186thereon. While the term hooks184is used, the term is not meant to have be limiting to a curved protrusion ending in a point. Rather, hooks184refers to any suitable means for securing items, such as handheld tools186or ladders, to the convertible ramp body120, including hook-and-loop fasteners, zipper lock or ties, bungees, or any other such means. Handheld tools186may refer to lawn trimmers, edgers or weedwackers, vacuum cleaners, chalk line reels, digging bars, rakes, shovels, post hole diggers, and more. In a preferred embodiment of the present invention, the present invention operates as follows. Referring toFIGS.22-27, the preferred method for using the convertible ramp body120includes removing and storing the cargo bed extender122and ramp150separate from the rest of the combination120. In the first step, the combination120is provided positioned about the cargo bed102of a vehicle100, with the storage shelf body124positioned on one axial end of the cargo bed102and the cargo bed extender122positioned proximate to the opposite axial end of the cargo bed102. The storage shelf body124and cargo bed extender122are preferably connected on opposite lateral ends of the cargo bed102by first and second sidewall beams126and128. Engagement brackets169preferably connect the cargo bed extender122to the first and second sidewall beams126,128. The cargo bed extender122is preferably connected to the towing bracket118of the vehicle100via a towing bracket connector170. A first turnbuckle194is preferably stored on the first sidewall extender146, preferably being connected to one or more first turnbuckle connector195. A second turnbuckle196is preferably stored on the second sidewall extender148, preferably being connected to one or more second turnbuckle connector197. The ramp150is preferably connected to the cargo bed extender122via at least one pivotal connection152, and may be secured in the blocking position by a ramp lock192. The ramp150may form a gate for an end of the expanded cargo bed, formed by the cargo bed102and the cargo bed extender122when the ramp is in the blocking position. In the second step, the user next rotates the ramp150downward such that the free end is lowered to the support surface188. The ramp150may be said to be in a ground contacting position when it has been lowered to contact the transfer surface188. In this step, the engagement portion of the connector174remains connected to the jack assembly175via a rack pin204which passes through two of the rack openings202and through one of the vertical adjustment opening212. The extendable leg206remains stored mostly within the telescoping rod176such that the footer177is preferably held closer to the bumper116than the support surface188. The first turnbuckle194and or second turnbuckle196remain positioned on the first and second sidewall extenders146,148, respectively. In the third step, the user next removes the second turnbuckle196from its position on the second sidewall extender148and connects it to one of the second turnbuckle connectors197and second ramp turnbuckle connector201. This positions the second turnbuckle196in the angle formed between the ramp150and second sidewall extender148. The user may then, or alternately may instead, remove the first turnbuckle194from its position on the first sidewall extender146and connect it to one of the first turnbuckle connectors195and the first ramp turnbuckle connector200. This may position the first turnbuckle194in the angle formed between the ramp150and first sidewall extender146. The first turnbuckle194and second turnbuckles196may then be engaged to lock at the desired length, to keep the angle of the ramp150relative to the cargo bed extender122from changing. In the fourth step, the user may then extend the extendable leg206from within the telescoping rod176until the footer177contacts the support surface188. Preferably, this extension can be driven by the jack assembly175by a hand crank or electric motor. Those of ordinary skill in the art will appreciate from this disclosure that any suitable means for driving the extension of the extendable leg206may be provided without exceeding the scope of this disclosure. In the fifth step, the user may remove the rack pin204from the rack openings202and the vertical adjustment openings212. The hitch pin178preferably remains within the towing bracket118and the pin holes179. In such a configuration, the engagement portion of the connector174remains connect to the towing bracket118which being disconnected from the rest of the towing bracket connector170. In the sixth step, the user preferably then disconnects the engagement brackets169from the first and second sidewall beams126,128. In some preferred embodiments, such as the one shown inFIG.26, the engagement brackets169may be disconnected by removing bracket pins which may pass through the engagement brackets169and the first sidewall beam126and/or the second sidewall beam128to secure the engagement brackets169thereto. In other preferred embodiments, the engagement brackets169may be clip-style brackets and so they can be disconnected with limit use of tools. Those of ordinary skill in the art will appreciate from this disclosure that any suitable shape of bracket may be provided. In the seventh step, the user may then drive the vehicle100forward and away from the cargo bed extender122and ramp150. This may separate the cargo bed extender122and ramp150from the rest of the combination120, which remains connected to the vehicle. In some preferred methods, the engagement portion of the connector174may be left within the towing bracket118. In other preferred embodiments, once the vehicle100has driven forward, the user may then remove the hitch pin178from the pin holes179and the towing bracket118, leaving the engagement portion of the connector174, the rack pin204, and the hitch pin178all temporarily disconnected from the rest of the combination120. A user preferably may then position the engagement portion of the connector174such that a preferred vertical adjustment opening212aligns with a preferred pair of rack openings202, with the user then inserting the rack pin204therethrough. The user may further insert the hitch pin178through the pin holes179in the engagement portion of the connector174, thus assembly the combination120in two separate pieces. Those of ordinary skill in the art will appreciate from this disclosure that the steps may be performed or omitted in any order without exceeding the scope of this disclosure. It is recognized by those skilled in the art that changes may be made to the above described methods and structures without departing from the broad inventive concept thereof. It is understood, therefore, that this invention is not limited to the particular embodiments disclosed, but is intended to cover all modifications which are within the spirit and scope of the invention as defined by the above specification, the appended claims and/or shown in the attached drawings. | 54,126 |
11858404 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following description is provided to enable any person skilled in the art to make and use the invention and sets forth the best modes contemplated by the inventor of carrying out his invention. Various modifications, however, will remain readily apparent to those skilled in the art, since the general principles of the present invention have been defined herein specifically to provide a cantilever displacement cargo carrier. FIGS.1through7illustrate a preferred embodiment of a swing away cargo carrier100. The carrier can comprise a variety of materials including metals such as aluminum or steel and carbon fiber. The selection of materials depends upon the size, shape and weight of cargo items intended to be transported by the system. Preferably, bearings, rollers and pins comprise high carbon steel often used in tooling. Preferred lubricant is a standard grease lubricant used in the automotive industry. Referring now toFIG.1, a preferred embodiment of a cargo carrier mounted to a vehicle400at a trailer hitch receiver411is shown. The cargo carrier preferably has an adjustable adaptor mount205and two supporting tethering arms211that are attached to the vehicle400. The adjustable adaptor mount205is preferably mounted to the vehicle400at the trailer hitch411and the adjustable tethering arm mounts211are mounted to the vehicle400at tethering arms212. The invention100preferably has a fixed beam101with a parallel orientation to the rear of the vehicle400and a pivot beam123attached to an end of the fixed beam101. Preferably, the cargo carrier has a trailer hitch receiver106that is attached to the fixed beam101. Referring now toFIG.2, the preferred embodiment has a fixed beam101. The fixed beam101has a first end102and a second end103. The first end102preferably has a cantilever displacement housing109comprising an upper flange114and lower flange115. The flanges114and115are preferably joined together to the fixed beam101and connected to vertical end cap145and create a receiving receptacle109for the pivot beam123(as shown inFIG.3). The second end103preferably has a self aligning receiving saddle117resembling a C-channel apparatus with an upper jaw118and a lower jaw119; where each jaw118,119preferably has a surface with an outwardly rounded extended slanted lip at its outer end to create a clamming lip guide. This may also be a curved lip or similar structure to create a cam that guides the pivot beam123into the receiving saddle117. Referring now toFIG.3, a preferred embodiment of the invention is shown with the pivot beam123detached from the fixed beam101. Please note, the pivot beam123can also be described and/or referred to as a swinging arm, rotating beam or pivot arm. The pivot beam123has a first end120with a pivot bushing111(the pivot bushing111preferably further comprises a pivot bearing sleeve124) that preferably aligns with through holes110in the upper flange114and lower flange115and a set of pin saddles133/132that support one or more (five shown) roller bearings131that are supported by a horizontal bearing pin130that is attached to the end of the pivot beam123. The roller bearings131preferably contact, and roll on, upper flange114to reduce pressure on the pivot pin112and pivot bearing124. The pivot pin112preferably has a shoulder bolt stop and is grooved for easier lubrication. The bearing pin130for this configuration is preferably 1″ in diameter with a length of 5″. The bearing pin130further preferably has a 3.5″ shoulder where 0.5″ wide roller bearings131can rotate. FIGS.19through26show the bearing pin and roller bearings in detail. Referring now toFIG.19, a preferred embodiment of the bearing pin130is shown. Preferably, the bearing pin130is a rounded metal pin with a mounting flange137on a first end138and a reduced shank on a second end139. The bearing pin130preferably has an opening140for a grease fitting where lubricant can be delivered to the surface of the bearing pin130through a channel (not shown) and out a lubrication port141. The mounting flange137preferably has a mounting hole142that can be used to mount the bearing pin130. Referring now toFIGS.20and21, a preferred embodiment of the roller, or sleeve, bearings131are shown with the bearing pin130. Five sleeve bearings131are shown inFIGS.20and21. The sleeve bearings131are preferably placed onto the bearing pin130. While five sleeve bearings131are shown inFIGS.20and21, the invention can use a single sleeve/roller bearing131or a plurality of roller bearings as shown inFIGS.20and21. The width, thickness and number of bearings131used depend on, inter alia, the length of the cantilever portion of the pivot beam123, the weight of the cargo to be carried, and the rotation desired. Referring now toFIG.22, a preferred embodiment of the first end120of the pivot beam123is shown. The first end120preferably has a pivot hole111and channel cutout129with the pin saddle inner133and pin saddle outer132. The channel cutout129is dimensioned to receive the horizontal bearing pin130and bearing(s)131. Referring now toFIG.23, the preferred embodiment of the bearing pin130and bearings131are inserted into the pin saddles132/133in the channel cutout129.FIG.23shows the bearing pin130with the bearings131installed into the pin saddle inner133and pin saddle outer132. Preferably, the bearing pin130is then secured in place with a fastener/bolt place through the mounting hole142in the mounting flange137. Referring now toFIG.24, an end view of a preferred embodiment of the first end120of the pivot beam123is shown. The inner saddle133and outer saddle132are shown, as is the mounting hole142. Referring now toFIG.25, an end view of a preferred embodiment of the first end120of the pivot beam123is shown.FIG.25further shows the bearing pin130and the sleeve bearing131installed with mounting flange137removed for visibility. The outer circumference of the sleeve bearing131is preferably elevated above the top surface144of the pivot beam123. This allows the bearing(s)131to contact (and roll on) the upper flange housing114of the fixed beam101. The bearing sleeve(s)131can comprise different thicknesses to provide for a change in elevation of the bearing131above the top surface144of the pivot beam120for, inter alia, adjustability. Referring now toFIG.26, an end view of a preferred embodiment of the first end120of the pivot beam123is shown with bearing pin130and at least one sleeve bearing131installed. The bearing sleeve131is shown elevated above the top surface144of the pivot beam123. Preferably, a grease fitting can be inserted at the lubrication port140so to provide lubrication to the sleeve bearings131. Referring back toFIG.3, the second end121of the pivot beam123preferably has an anchor bushing125that aligns with the through holes122in the self-aligning receiving saddle117. The ratio of length of the first end120(roughly the length from pivot hole111to the end of the horizontal bearing130) to the total length of the pivot beam123depends on the weight of cargo to be carried. However, for a pivot beam of 30″ to 42″ in total length, a first end120length of 6″ is preferred. Referring now toFIG.4, a close up sectional view of the first end120of the pivot beam123is shown. The bearing pin130and bearings131are preferably installed onto the pin saddle inner133and the pin saddle outer132. Referring now toFIG.5, the first end120is preferably pivotally interconnected to the cantilever displacement housing109between the upper flange114and lower flange115by a pivot bearing sleeve124, stop washers116, and a pivot retaining pin or bolt112. This allows the pivot beam123to rotate horizontally between the upper flange114and lower flange115of the cantilever displacement housing109and resist vertical movement by an internal shear point for forces to balance. This structure ensures that compression is equal to load. The housing109is preferably fabricated from heavy plate stock. The receiving saddle117is configured to respectively retain and secure the second end121of the pivot beam123in the closed position with retaining pin108. Referring now toFIG.6, a diagram of the preferred movement range of the invention is shown. The pivot beam123preferably provides a place to mount an otherwise fixed non-pivoting accessory451so the accessory can pivot between an open position127and a closed position128. The pivot beam123is supported at the first end102of the fixed beam101by the cantilever displacement housing109. The pivot beam pivoting axis location111is preferably placed inward from first end120on the pivot beam123as shown inFIGS.3and4to create an offset of a predetermined length, namely radius113(shown inFIG.6). The length of radius113is determined by the desired cantilever weight. The pivoting axis111is then aligned with the through holes110and secured in the cantilever displacement housing109with the pivot retaining bolt112. Pivot retaining bolt112can be a bolt and nut or a pin or other pivot structure. To place the beam123in the closed or travel position128, the pivot beam123is retracted or rotated inward until the pivot beam123is inserted into, and supported by, the self-aligning receiving saddle117. The saddle117may be attached by weldment to the fixed beam101and secured in place to beam123by a retaining pin108. Referring now toFIG.7, a rear view of a preferred embodiment of the cargo carrier100in the open and locked position127is shown. The lock system (also shown inFIG.6) preferably includes a spring-biased plunger135(or pin) that is configured to retain and secure the pivot beam123in the cantilever displacement housing109by entering an opening136in the flange housing upper114and aligning with channel cutout129shown inFIG.4in the pivot beam123. The lock system is preferably used to lock the pivot beam123in the open position, e.g. when used on an incline. Referring now toFIG.8, a preferred embodiment of a universal adjustable mount205with a set of horizontal mounting holes206and207is shown. The holes206,207provide horizontal adjustability for the vehicle towing receiver411. Vertical mounting holes208provide vertical adjustability for the frame body center mounting plate104. Referring now toFIG.9, a preferred embodiment of the invention for a vehicle with a trailer hitch receiver411is shown. Preferably, the universal adjustable mount205is attached to the frame body center mounting plate104using the adjustable vertical mounting holes208to achieve the desired install height and then inserted in to the vehicle receiver411to the desired depth using the horizontal mounting holes6and7. A pin and clip209(not shown) then preferably connect the cargo carrier100to the vehicle400. Referring now toFIG.10, a preferred embodiment tethering arm211and mount212is shown. This embodiment is preferably for vehicles that have a trailer hitch receiver411and are using the trailer hitch adaptor205and require additional carrying capacity, support and or stabilization at a second and third contact point at the tethering arms211and tethering mount212and U-bolt and hardware213. Referring now toFIG.11, the tethering arms211are preferably mounted to the fixed beam101at side mounting plates105and then to the tethering arm mounts212. The mounts212are then attached to the vehicle towing receiver cross tube412by U-bolts and hardware213for added capacity and additional stability. Referring now toFIGS.12and13, a preferred embodiment of the invention for vehicles without a trailer hitch receiver411(as opposed to what is shown inFIG.11) is shown. Preferably, the cargo carrier100is mounted directly to the vehicle400at frame414with two chassis frame mounting plates215where one plate215attaches to each side of the vehicle's frame414. The plates215also attach to the fixed frame body end mounting plate105. Referring now toFIG.14, a preferred embodiment of the invention for vehicles that have a flat surface or hitch plate415(as with some vans, trucks and motor homes) is shown. The frame body center mounting plate104is connected directly to a flat surface hitch plate415. Tethering arms211or fixed body end mounting plates105are preferably not used with this embodiment. Referring now toFIG.15, a rear view of the preferred embodiment of the cargo carrier100inFIG.14is shown with the enclosed rear side of the cantilever displacement housing109and the frame body center mounting plate104. Referring now toFIG.16, a perspective front view of a preferred embodiment of the cargo carrier100with an otherwise fixed cargo apparatus is shown. InFIG.16, a tire carrier455is shown mounted to the pivot beam123in the closed and stored position. The present invention combines effectively with the vehicle lift disclosed in U.S. patent application Ser. No. 14/999,844. Referring now toFIG.17, a perspective front view of a preferred embodiment of the cargo carrier100with a hydraulic power lift/carrier450mounted to the pivot beam123in the closed and stored position is shown. The lift450is shown in the up position. The lift450is described in U.S. patent application Ser. No. 14/999,844 and is incorporated herein by reference. Referring now toFIG.18, a perspective view of a preferred embodiment of the cargo carrier100with the hydraulic power lift450is shown. The lift450is shown mounted to the pivot beam123where the beam123is in the closed and stored position. The hydraulic power lift450is shown in the down/loading position.FIG.27shows the preferred embodiment of the invention with the pivot arm123in the open position and the lift450in the “down” position. Thus, a cargo carrier is described above that can use a swing arm with an increased cargo weight while reducing stress and wear on the pivot axis. In each of the above embodiments, the different positions and structures of the present invention are described separately in each of the embodiments. However, it is the full intention of the inventors of the present invention that the separate aspects of each embodiment described herein may be combined with the other embodiments described herein. Those skilled in the art will appreciate that adaptations and modifications of the just-described preferred embodiment can be configured without departing from the scope and spirit of the invention. Therefore, it is to be understood that, within the scope of the appended claims, the invention may be practiced other than as specifically described herein. Various modifications and alterations of the invention will become apparent to those skilled in the art without departing from the spirit and scope of the invention, which is defined by the accompanying claims. It should be noted that steps recited in any method claims below do not necessarily need to be performed in the order that they are recited. Those of ordinary skill in the art will recognize variations in performing the steps from the order in which they are recited. In addition, the lack of mention or discussion of a feature, step, or component provides the basis for claims where the absent feature or component is excluded by way of a proviso or similar claim language. While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not of limitation. Likewise, the various diagrams may depict an example architectural or other configuration for the invention, which is done to aid in understanding the features and functionality that may be included in the invention. The invention is not restricted to the illustrated example architectures or configurations, but the desired features may be implemented using a variety of alternative architectures and configurations. Indeed, it will be apparent to one of skill in the art how alternative functional, logical or physical partitioning and configurations may be implemented to implement the desired features of the present invention. Also, a multitude of different constituent module names other than those depicted herein may be applied to the various partitions. Additionally, with regard to flow diagrams, operational descriptions and method claims, the order in which the steps are presented herein shall not mandate that various embodiments be implemented to perform the recited functionality in the same order unless the context dictates otherwise. Although the invention is described above in terms of various exemplary embodiments and implementations, it should be understood that the various features, aspects and functionality described in one or more of the individual embodiments are not limited in their applicability to the particular embodiment with which they are described, but instead may be applied, alone or in various combinations, to one or more of the other embodiments of the invention, whether or not such embodiments are described and whether or not such features are presented as being a part of a described embodiment. Thus the breadth and scope of the present invention should not be limited by any of the above-described exemplary embodiments. Terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. As examples of the foregoing: the term “including” should be read as meaning “including, without limitation” or the like; the term “example” is used to provide exemplary instances of the item in discussion, not an exhaustive or limiting list thereof; the terms “a” or “an” should be read as meaning “at least one,” “one or more” or the like; and adjectives such as “conventional,” “traditional,” “normal,” “standard,” “known” and terms of similar meaning should not be construed as limiting the item described to a given time period or to an item available as of a given time, but instead should be read to encompass conventional, traditional, normal, or standard technologies that may be available or known now or at any time in the future. Likewise, where this document refers to technologies that would be apparent or known to one of ordinary skill in the art, such technologies encompass those apparent or known to the skilled artisan now or at any time in the future. A group of items linked with the conjunction “and” should not be read as requiring that each and every one of those items be present in the grouping, but rather should be read as “and/or” unless expressly stated otherwise. Similarly, a group of items linked with the conjunction “or” should not be read as requiring mutual exclusivity among that group, but rather should also be read as “and/or” unless expressly stated otherwise. Furthermore, although items, elements or components of the invention may be described or claimed in the singular, the plural is contemplated to be within the scope thereof unless limitation to the singular is explicitly stated. The presence of broadening words and phrases such as “one or more,” “at least,” “but not limited to” or other like phrases in some instances shall not be read to mean that the narrower case is intended or required in instances where such broadening phrases may be absent. The use of the term “module” does not imply that the components or functionality described or claimed as part of the module are all configured in a common package. Indeed, any or all of the various components of a module, whether control logic or other components, may be combined in a single package or separately maintained and may further be distributed across multiple locations. As will become apparent to one of ordinary skill in the art after reading this document, the illustrated embodiments and their various alternatives may be implemented without confinement to the illustrated examples. For example, block diagrams and their accompanying description should not be construed as mandating a particular architecture or configuration. The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein. | 20,491 |
11858405 | DETAILED DESCRIPTION OF THE INVENTION The present disclosure is directed to recreational vehicles with a chassis configured to provide a transport area with increased height for a fluid storage vessel. The chassis cross members have a midsection that is taller than the ends of the cross members. As used in the present disclosure, a “recreational vehicle” may refer to any motor vehicle or trailer which includes living quarters designed for accommodation. Types of recreational vehicles may include, but are not limited to, motorhomes, campervans, caravans (also known as travel trailers and camper trailers), fifth-wheel trailers, gooseneck trailers, popup campers, and truck campers. Recreational vehicles may also include toy haulers or car haulers with living quarters. Recreational vehicles of the present disclosure may include in-frame or above-frame slide systems. Referring initially toFIG.1, a recreational vehicle100may include a chassis102and at least one axle assembly104coupled to the chassis and providing motive support and underbody clearance to the chassis. A vehicle body106may be supported by the chassis102, with the vehicle body generally enclosing the living quarters. The recreational vehicle100also has a floor108that defines a lower limit of the living quarters and is supported by the chassis. In this example, the recreational vehicle100is a towable trailer without a powertrain. At least one fluid storage vessel120is supported in the chassis102. Such fluid storage vessels may take the form of a tank, as shown, or a flexible vessel such as a bladder. Such fluid storage vessels may be for storage of fresh water or waste, or for fuel or other liquids. FIG.2illustrates the chassis102including three fluid storage vessels120,122,124.FIG.3illustrates the same chassis102but without the fluid storage vessels. The chassis includes a first longitudinal chassis member200and a second longitudinal chassis member210that are disposed parallel to each other and extend most of the length of the chassis102. These longitudinal chassis members200,210are the main structural elements of the chassis. In the illustrated embodiment, each chassis member200,210takes the form of an I-beam, though other configurations may be used. A plurality of cross members230extend between and interconnect the longitudinal chassis members200,210. The cross members230are parallel to each other and spaced apart along the longitudinal length of the longitudinal chassis members200,210. Referring now toFIG.4A, an exemplary cross members230is illustrated in isolation with its ends attached to exemplary longitudinal chassis members200,210, which are shown in cross section. The first longitudinal chassis member200has an upper edge202defined by an upper flange of the I-beam and a lower edge204defined by the lower flange of the I-beam. The web of the I-beam, connecting the upper and lower flanges, has an inner face206and an opposed outer face208. Likewise, the second longitudinal chassis member210has an upper edge212, a lower edge214, an inner face216, and an outer face218. In examples, the longitudinal chassis members have a height in the range of 4 inches (10.2 cm) to 12 inches (30.5 cm), typically in 2 inch (5.1 cm) increments. The flange width and part thickness varies based on height; the taller the main rail, the thicker the part and wider the flange. Chassis members other than I-beams may be used as appropriate for the application. The cross member230has a first end232connected to the first longitudinal chassis member200and an opposed second end234connected to the second longitudinal chassis member210. The cross member may be connected to the longitudinal chassis members in any of a variety of ways, including welding, bolting, riveting or any other method known to those of skill in the art. In the illustrated embodiment, the ends232,234abut the inner faces206,216of the respective longitudinal chassis members200,210. The cross member230has an upper edge236and a lower edge238. In this example, the upper edge236is straight end-to-end while the lower edge238is not straight, but instead extends downwardly from each end to a generally straight midsection. Each end232,234may be said to have an end height246where it abuts the respective longitudinal chassis member200,210. The end height246is the vertical distance between an upper surface and a lower surface of the cross member adjacent the outermost ends, where it joins the respective longitudinal chassis member200,210. In the illustrated example, the upper edge at each end is notched slightly such that the cross member may be joined to the respective longitudinal chassis member200,210with the remainder of the upper edge236of the cross member being substantially coplanar with the upper edges202,212of the longitudinal chassis members200,210. As used herein, “substantially coplanar” means within 0.25 inches (6.4 mm), such as within 0.125 inches (3.2 mm), or such as within 0.05 inches (1.3 mm). When the upper edge236is referred to herein as straight or coplanar, this reference to the upper edge may exclude the upper surfaces of the immediate ends where the upper edge may be notched for joining. The end height may be defined as the height just inboard of the notches. In examples, the floor108is disposed on the upper edges236of the plurality of cross member230, and may also be disposed on the upper edges202,212of the longitudinal chassis member200,210, as shown inFIG.1. Other configurations for joining the ends232,234to the longitudinal chassis member200,210may also be used. Referring toFIG.5, the chassis102may include a plurality of outriggers222. The plurality of outriggers222may extend laterally outward from the longitudinal chassis members200,210. The outriggers222may support an outer periphery of the floor108of the recreational vehicle100. The longitudinal chassis members200,210may be positioned inside wheel wells of the at least one axle assembly104. The plurality of outriggers222may provide support such that the area of the floor108of the recreational vehicle100may be increased wider than a distance between the longitudinal chassis members200,210. The cross member230may be said to have a first end portion240proximate the first end232, a second end portion242proximate the second end234, and a midsection244extending between the end portions. The midsection244has a midsection height248defined as the vertical distance between the upper edge236and the lower edge238in the midsection. In an example, the lower edge238of the midsection244is straight end-to-end and the lower edge of the end portions is angled or curved between the respective ends and the lower edge of the midsection. In an example, the midsection244spans a majority of a length of the cross member230, defined as spanning more than 50% of the length. In further examples, the midsection spans at least 60% or at least 70% or at least 80% of the length. As shown, the midsection height248is greater than the end height246. In examples, the midsection height is at least 20%, or at least 25%, or at least 50%, or at least 70%, or about 75% greater than the end height246. In examples, the midsection height248is greater than the end height246by at least 1 inch (2.5 cm), such as by at least 2 inches (5.1 cm), such as approximately 3 inches (7.6 cm), or such as at least 3 inches (7.6 cm). In an example, the height is greater by 1-8 inches (2.5-20.3 cm), such as 3-6 inches (7.6-15.2 cm). In an example, the end height is approximately 4 inches (10.2 cm) and the midsection height is approximately 7 inches (7.6 cm). In another example, the end height is approximately 12 inches (30.5 cm) and the midsection height is approximately 15 inches (38.1 cm). FIG.4Bprovides a cross sectional view of the cross member230, taken along lines B-B inFIG.4A. In examples, the cross member is a stamped member having an upper flange250defining the upper edge236and a lower flange252defining the lower edge238, with each flange250,252extending end-to-end. Each of these flanges may extend generally perpendicularly to a generally vertical face254of the cross member. In the illustrated example, the cross member has an intermediate flange256extending end-to-end and positioned between the upper flange250and lower flange252. In this example, the upper flange250and the intermediate flange256are both straight end-to-end while the lower flange252is shaped to provide the increased midsection height discussed above. In the illustrated example, the cross member230is formed as two pieces, with a first piece258extending from the upper flange250to the intermediate flange256and a second piece260extending from the intermediate flange256to the lower flange252. The first and second pieces258,260are interconnected, such as by welding, to form the cross member. The first and second pieces258,260may each be stamped. In the illustrated embodiment, the intermediate flange256has two layers due to the joining of the two pieces. In an example, the first and second pieces258,260are stamped from metal having a thickness of approximately 14 ga. or 0.0747 inches (1.9 mm). The end height246of the cross member230may be equal to the height of the first piece258while the midsection height is the combined height of the first piece258and second piece260. In an example, each of the plurality of cross members230has at least one opening262in a vertical face254of the cross member. Referring again to the example inFIG.4A, the upper edge236of the cross member230at the first end232is proximate the upper edge202of the first longitudinal chassis member200and the upper edge236of the cross members at the second end234is proximate the upper edge212of the second longitudinal chassis member210. As used herein, “proximate” is defined as being within 0.5 inches (12.7 mm), such as within 0.25 inches (6.4 mm), such as with 0.125 inches (3.2 mm). This proximate positioning may allow for the majority of the upper edge236of the cross member230do be substantially coplanar with the upper edges202,212of the longitudinal chassis member200,210. The majority of the upper edge is defined as spanning more than 50% of the entire length. In further examples, the coplanar portion spans at least 60% or at least 70% or at least 80% or at least 90% or at least 95% of the length. In the example ofFIG.4A, the lower edge238of the cross member230at the first end232is proximate the lower edge204of the first longitudinal chassis member200and the lower edge238of the cross member at the second end234is proximate the lower edge214of the second longitudinal chassis member210, with proximate being defined as above. As such, the end height246of the cross member230is approximately equal to the vertical height220of the longitudinal chassis members200,210. As used herein, “approximately equal” is defined as being within 0.5 inches (12.7 mm), such as within 0.25 inches (6.4 mm), such as with 0.125 inches (3.2 mm). In examples, the midsection height is at least 20%, or at least 25%, or at least 50%, or at least 70%, or about 75% greater than the vertical height220. In examples, the midsection height248is greater than the vertical height220by at least 1 inch (2.5 cm), such as by at least 2 inches (5.1 cm), such as approximately 3 inches (7.6 cm), or such as at least 3 inches (7.6 cm). In an example, the height is greater by 1-8 inches (2.5-20.3 cm), such as 3-6 inches (7.6-15.2 cm). In an example, the vertical height220is approximately 4 inches (10.2 cm) and the midsection height is approximately 7 inches (7.6 cm). In another example, the vertical height220is approximately 12 inches (30.5 cm) and the midsection height is approximately 15 inches (38.1 cm). The midsection244therefore extends below the lower edges204,214of the longitudinal chassis members200,210. Referring again toFIG.3, the chassis102may include at least one additional cross member extending between the first and second longitudinal chassis members200,210and the at least one additional cross member may have upper and lower edges that are both straight end-to-end, without an increased midsection height. An example of such a cross member is shown at270. Cross member270has a reduced height overall, but other cross members without the increased midsection height may be provided with other heights and in other locations depending on the structural requirements of the chassis. Referring now toFIGS.2,5and6, the chassis disclosed herein may provide for an increased height of a fluid storage vessel.FIG.5provides a cross-sectional view of the chassis ofFIG.2, taken along lines5-5andFIG.6provides a cross-sectional view taken along lines6-6. InFIG.5, a cross member230is shown with the fluid storage vessel120shown in phantom lines, to show the relative positions. InFIG.6, the fluid storage vessel120is shown in front of a cross member230. Because the lower edge238of the cross member230is lower than for a traditional cross member, and because the midsection height is greater than for a traditional cross member, the fluid storage vessel may have a greater height, and therefore a greater volume, while still being at or above the lower edge238of the cross member. A transport area280may be defined as extending longitudinally between two of the plurality of cross members230, transversely between inner faces206,216of the first and second longitudinal chassis members200,210, and vertically between upper and lower edges236,238of the two cross members230. The fluid storage vessel120is disposed in the transport area280. Additional transport areas are provided for any additional fluid storage vessels, such as vessels122and124. The fluid storage vessel has a maximum height126, such as between its lowermost point and its uppermost point. This maximum height may exclude a lowermost point of an attachment for draining. In an example, the fluid storage vessel120may have a maximum height approximately equal to the midsection height of the cross members. The fluid storage vessel has a lower surface128disposed at or above the lower edges238of the plurality of cross members and an upper surface130at or below the upper edges236of the cross members230. In examples, the recreational vehicle further includes a belly pan290disposed on and extending longitudinally between the lower edges238of the plurality of cross members230and extending transversely between the first and second longitudinal chassis members200,210. The belly pan may be formed of a semi-flexible material so as to conform to the non-straight lower edges238and to generally enclose the transport areas and the underside of the chassis. In an example, the belly pan is a corrugated polypropylene materials with a thickness of approximately 0.125 inches (3.2 mm). Referring now toFIG.7, an alternative cross member300for use with certain embodiments of the present disclosure is shown. This cross member is formed like a truss, with an upper member302defining the upper edge, a lower member304, and a plurality of rods306extending between and interconnecting the upper and lower members. This cross member may have a lower piece308joined to the lower member304to define the lower edge.FIG.8illustrates another alternative cross member310for use with certain embodiments of the present disclosure. In this version, the upper member312is straight end-to-end while the lower member314defines the lower edge and is shaped to provide the increased midsection height. Rods316extend between and interconnect the upper and lower members. Other cross member designs may also be used, and the cross member designs may be mixed within a single chassis. One or more aspects of the present disclosure are described here. A first aspect of the present disclosure may include a chassis, an axle assembly coupled to the chassis and providing motive support and underbody clearance to the chassis, a floor defining a lower limit of living quarters, and a vehicle body generally enclosing the living quarters. The vehicle body and the floor are supported by the chassis. At least one fluid storage vessel is supported in the chassis. The chassis includes a first and a second longitudinal chassis member each having an upper edge and a lower edge, and an inner face and an outer face. A plurality of cross members each have a first end connected to the first longitudinal chassis member and a second end connected to the second longitudinal chassis member such that the plurality of cross members extend between and interconnect the first and second longitudinal chassis members. Each of the plurality of cross members have an upper edge and a lower edge extending between the first and second ends. Each of the plurality of cross members has an end height defined as a vertical distance between the lower edge and upper edge at the first and second ends and a midsection height defined as a vertical distance between the lower edge and upper edge of a midsection of each of the plurality of cross members, the midsection height being greater than the end height. A transport area extends longitudinally between two of the plurality of cross members, transversely between inner faces of the first and second longitudinal chassis members, and vertically between upper and lower edges of the two cross members. The at least one fluid storage vessel is disposed in the transport area. A second aspect of the present disclosure may include the first aspect, wherein the upper edge of each the plurality of cross members at the first end is proximate the upper edge of the first longitudinal chassis member, the upper edge of each of the plurality of cross members at the second end is proximate the upper edge of the second longitudinal chassis member, and the midsection height of each of the plurality of cross members is greater than a vertical height of the longitudinal chassis members. A third aspect of the present disclosure may include the first or second aspect, wherein the floor is disposed on the upper edges of the plurality of cross members. A fourth aspect of the present disclosure may include any one of the first through third aspects, wherein the lower edge of each the plurality of cross members at the first end is proximate the lower edge of the first longitudinal chassis member and the lower edge of each of the plurality of cross members at the second end is proximate the lower edge of the second longitudinal chassis member. A fifth aspect of the present disclosure may include any one of the first through fourth aspects, wherein the at least one fluid storage vessel is a tank. A sixth aspect of the present disclosure may include any one of the first through fifth aspects, wherein a belly pan is disposed on and extends longitudinally between the lower edges of the plurality of cross members and extends transversely between the first and second longitudinal chassis members. A seventh aspect of the present disclosure may include any one of the first through sixth aspects, wherein the upper edge of each of the plurality of cross members is straight end-to-end. An eighth aspect may of the present disclosure may include any one of the first through seventh aspects, wherein the midsection of each of the plurality of cross members spans a majority of a length of the cross members, the lower edge of the midsection being straight end-to-end. A ninth aspect may of the present disclosure may include the eighth aspect, wherein each of the plurality of cross members has a first and second end portion, and the lower edge of the end portions is angled or curved between the respective ends of the cross member and the lower edge of the midsection. A tenth aspect of the present disclosure may include any one of the first through ninth aspects, wherein the chassis further includes at least one additional cross member extending between the first and second longitudinal chassis members, the at least one additional cross member having a lower edge that is straight end-to-end. An eleventh aspect of the present disclosure may include any one of the first through tenth aspects, wherein each of the plurality of cross members is a stamped member having an upper flange defining the upper edge and a lower flange defining the lower edge, each flange extending generally perpendicularly to a generally vertical face of the cross member. A twelfth aspect of the present disclosure may include the eleventh aspect, wherein each of the plurality of cross members further include an intermediate flange extending end-to-end and positioned between the upper and lower flanges, the intermediate flange being straight end-to-end. A thirteenth aspect of the present disclosure may include the twelfth aspect, wherein each cross member has a first piece extending from the upper flange to the intermediate flange and a second piece extending from the intermediate flange to the lower flange, the first and second pieces being interconnected to form the cross member. A fourteenth aspect of the present disclosure may include any one of the first through thirteenth aspects, wherein each of the plurality of cross members has at least one opening in a vertical face of the cross member. A fifteenth aspect may of the present disclosure may include any one of the first through tenth or through fourteenth aspects, wherein each of the plurality of cross members has an upper member defining the upper edge, a lower member, and a plurality of rods extending between and interconnecting the upper and lower members. A sixteenth aspect of the present disclosure may include any one of the first through fifteenth aspects, wherein the at least one fluid storage vessel has a maximum height approximately equal to the midsection height. A seventeenth aspect of the present disclosure may include any one of the first through sixteenth aspects, wherein the at least one fluid storage vessel has a lower surface disposed at or above the lower edges of the plurality of cross members and an upper surface at or below the upper edges of the plurality of cross members. A eighteenth aspect of the present disclosure may include any one of the first through seventeenth aspects, wherein the recreational vehicle is a towable trailer without a powertrain. It is also noted that recitations herein of “at least one” component, element, etc., should not be used to create an inference that the alternative use of the articles “a” or “an” should be limited to a single component, element, etc. For example, the use of “at least one fluid storage vessel” should not be interpreted to mean that the recreational vehicle can only include one fluid storage vessel. It is noted that recitations herein of a component of the present disclosure being “configured” in a particular way, to embody a particular property, or to function in a particular manner, are structural recitations, as opposed to recitations of intended use. More specifically, the references herein to the manner in which a component is “configured” denotes an existing physical condition of the component and, as such, is to be taken as a definite recitation of the structural characteristics of the component. It is noted that terms like “preferably,” “commonly,” and “typically,” when utilized herein, are not utilized to limit the scope of the claimed invention or to imply that certain features are critical, essential, or even important to the structure or function of the claimed invention. Rather, these terms are merely intended to identify particular aspects of an embodiment of the present disclosure or to emphasize alternative or additional features that may or may not be utilized in a particular embodiment of the present disclosure. For the purposes of describing and defining the present invention it is noted that the terms “substantially,” “about,” and “approximately,” unless otherwise defined, are utilized herein to represent the inherent degree of uncertainty that may be attributed to any quantitative comparison, value, measurement, or other representation. The terms “substantially,” “about,” and “approximately,” unless otherwise defined, are also utilized herein to represent the degree by which a quantitative representation may vary from a stated reference without resulting in a change in the basic function of the subject matter at issue. Having described the subject matter of the present disclosure in detail and by reference to specific embodiments thereof, it is noted that the various details disclosed herein should not be taken to imply that these details relate to elements that are essential components of the various embodiments described herein, even in cases where a particular element is illustrated in each of the drawings that accompany the present description. Further, it will be apparent that modifications and variations are possible without departing from the scope of the present disclosure, including, but not limited to, embodiments defined in the appended claims. More specifically, although some aspects of the present disclosure are identified herein as preferred or particularly advantageous, it is contemplated that the present disclosure is not necessarily limited to these aspects. It is noted that one or more of the following claims utilize the term “wherein” as a transitional phrase. For the purposes of defining the present invention, it is noted that this term is introduced in the claims as an open-ended transitional phrase that is used to introduce a recitation of a series of characteristics of the structure and should be interpreted in like manner as the more commonly used open-ended preamble term “comprising.” | 25,679 |
11858407 | DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the field of lowboy trailer systems and the transport of tiny homes. As disclosed herein, the trailer system comprises three main members that assemble and dissemble from each other, or that otherwise can be coupled and decoupled from one another. These include a front hitch assembly (hitching member), a rear axle assembly (dolly member) and a tiny home foundation that doubles as a trailer bed. Various features of the invention will become apparent from the following detailed description taken together with the illustrations in the Figures. The design factors, construction and use of the devices, structures, members, apparatuses, assemblies, systems, methods, processes and uses disclosed herein are described with reference to various examples representing embodiments and variations thereof, which are not intended to limit the scope of the invention as described and claimed herein. The skilled technician in the field to which the invention pertains will appreciate that there may be other variations, examples and embodiments of the invention not disclosed herein that may be practiced according to the teachings of the present disclosure without departing from the scope and spirit of the invention. Definitions Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The use of the word “a” or “an” when used herein in conjunction with the term “comprising” may mean “one,” but it is also consistent with the meaning of “one or more,” “at least one” and “one or more than one.” As used herein, the terms “comprising,” “having,” “including” and “containing,” and grammatical variations thereof, are inclusive or open-ended and do not exclude additional, un-recited elements and/or method steps. The term “consisting essentially of” when used herein in connection with a composition, device, article, system, use or method, denotes that additional elements and/or method steps may be present, but that these additions do not materially affect the manner in which the recited device, article, system, method or use functions. The term “consisting of” when used herein in connection with a device, article, system, use or method, excludes the presence of additional elements and/or method steps. A device, article, system, use or method described herein as comprising certain elements and/or steps may also, in certain embodiments consist essentially of those elements and/or steps, and in other embodiments consist of those elements and/or steps, whether or not these embodiments are specifically referred to. As used herein, the term “about” refers to an approximately +/−10% variation from a given value. It is to be understood that such a variation is always included in any given value provided herein, whether or not it is specifically referred to. The recitation of ranges herein is intended to convey both the ranges and individual values falling within the ranges, to the same place value as the numerals used to denote the range, unless otherwise indicated herein. The use of any examples or exemplary language, e.g. “such as”, “exemplary embodiment”, “illustrative embodiment” and “for example” is intended to illustrate or denote aspects, embodiments, variations, elements or features relating to the invention and not intended to limit the scope of the invention. As used herein, the terms “connect”, “connecting” and “connected” refer to any direct or indirect physical association between elements or features of the trailer system of the present disclosure. Accordingly, these terms may be understood to denote elements or features that are partly or completely contained within one another, engaged, attached, coupled, mated, inserted, disposed on, secured or joined together, etc., even if there are other elements or features intervening between the elements or features described as being connected. As used herein, the term “channel” refers to a space into which a peg-like structure or pin according to the present disclosure can be inserted. The space is defined, at least in part by channel walls in order to provide a path for the guided insertion of the peg-like structure or pin, but need not be fully enclosed by one or more channel walls. The end of a given channel opposite from the end into which a peg-like structure or pin is inserted or initially received, may or may not be open. For example, a channel can be a slot, groove, tube, peg hole, pin hole, and the like. Channels can also be aligned or merged with one another to form larger or longer channels in order to facilitate the connection of components of the trailer system. In this regard it is understood that a channel provides a path defined by structures such as those noted and may include spaces in between channel defining/forming structures which provide continuity of the path for the insertion or threading of a peg or pin through channel forming structures. As used herein, the term “peg’ and variations thereof (e.g. prismatic peg, and peg arm) refer to any peg-like structure that projects from the front hitch and rear axle assemblies for insertion into a channel of the foundation of the trailer system of the present disclosure. Each peg-like structure need only be long enough to be able to be inserted (connected) into a channel of a foundation and secured therein using a suitable securing means. Once inserted into a channel, the peg-like structure provides sufficient support at one end of the tiny home foundation alone, or in conjunction with other similarly connected peg-like structures for transporting the foundation of a tiny home, transporting the tiny home foundation with the shell of a tiny home built on top of it, or a fully constructed tiny home built on the foundation. It is contemplated that any embodiment of the devices, structures, members, apparatuses, assemblies, systems, methods, processes, and uses disclosed herein can be implemented by one skilled in the art, as is, or by making such variations or equivalents without departing from the scope and spirit of the invention. Tiny Home Trailer System In one embodiment, the trailer system is a modular or sectional system, comprising at least three members, a trailer hitching member (front hitch assembly), a trailer dolly member (rear axle assembly), and a tiny home foundation configured to function as the trailer bed and connect to both of the front hitch assembly, and rear axle assembly. In one embodiment, the hitching member is a gooseneck hitching assembly. In another embodiment, the dolly member is a dual axle assembly and may optionally comprise a suspension elevating means (e.g. air suspension system). In other embodiments, a peg and channel system is used to connect a foundation of a tiny home with a hitching assembly at one end and a rear axle assembly at another end. The peg and channel system may comprise pairings of pegs and slots formed into the end walls of the foundation. Alternatively, the peg and channel system may comprise pairings of pegs and grooves formed into the opposing side walls of the foundation. The grooves may be formed into the outer face of the side walls, or into the inner face of the side walls of the foundation. In another embodiment, a groove channel is formed around the outer facing perimeter of the foundation including the side and end walls. A securing means, such as a securing pin is used to secure the hitching and rear axle assemblies to the ends of a foundation. The securing means (pins) is threaded through aligned pin holes through the side wall of a foundation, channel and peg. When the foundation is not integrated into a trailer system, the pin holes provided through the pegs and channels may be aligned for receiving the securing means (pins) and connecting the hitching assembly directly to the rear axle assembly. Alternatively, a connecting member may be used (e.g. a spreader bar) be used to indirectly connect the hitching and rear axle assemblies together into a format suitable for transport in the absence of a foundation integrated into the trailer system. FIG.1shows an embodiment of a fully assembled trailer system according to the present disclosure.FIGS.2and55show the three member parts disassembled, but aligned in an end-to-end configuration to illustrate how the member parts and their features cooperate for the purposes of assembling the trailer system according to present disclosure. Hitching Member—Front Hitch Assembly A trailer hitching member is referred to herein as a front hitch assembly (and also alternatively referred to as a “hitching assembly” herein). This is the part of the trailer system that on one end connects (e.g. is hitched) to the vehicle that will tow the trailer system (with or without) a tiny home, and on the other end connects to the tiny home foundation (trailer bed). On this other end of a front hitch assembly, there are one or more pegs that are configured to fit into a similarly dimensioned channel(s) at an end of a tiny home foundation (functioning as a trailer bed). Depending on the placement and dimensions of the one or more pegs and corresponding channel(s), the number of pegs and channels can be selected by one skilled in the art. In one embodiment the hitching assembly is a gooseneck assembly. The gooseneck assembly will comprise a gooseneck component and a base component. The gooseneck component is adapted to engage with the towing/transport vehicle and may be height adjustable. The base component is adapted to facilitate the engagement with a tiny home foundation and in addition to the one or more pegs needed for this purpose may include other structure features that ensure the stability of the trailer system, and/or provide additional support for the transport of the foundation. In one embodiment (e.g. seeFIG.57B), a weldment attached to the base of the hitching assembly is configured to engage directly into a groove channel of an end wall of a foundation. It can be understood that a weldment is essentially another form of a peg for engaging with a channel accessible from or at an end wall of the foundation. In another embodiment, a base portion is configured to mate directly into the groove channel of the end wall. Trailer Bed—Tiny Home Foundation A tiny home foundation is configured for use as a trailer bed in a trailer system as it is being transported and will include a top, bottom, first and second opposing ends defining the width of the foundation and first and second sides defining the length of the foundation. In an embodiment, a foundation is about 7 to about 8.5 feet wide. In a further embodiment, the foundation is about 8 to about 8.5 feet wide. In a related embodiment, the foundation is 7, 7.25, 7.5, 7.75, 8, 8.25, or 8.5 feet wide. In a further embodiment, the foundation is about 8 to about 8.5 feet wide. In yet another embodiment, the foundation is about 12 to about 30 feet long. In a related embodiment, the foundation is about 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, or 30 feet long. In yet another embodiment, the foundation is about 12 to about 30 feet long. In a yet a further embodiment, the foundation is about 12 to about 20 feet long. In another embodiment, the tiny home is about 12 to about 15 feet long. Another embodiment of the tiny home foundation is illustrated inFIGS.3-5. An embodiment of a framing system for the foundation is shown inFIG.26. In this figure, the framing system is shown with securing pins running through each of the framing bars that span end to end along the length of the foundation between the end walls, which framing bars may or may not have at each end a slot channel for receiving peg-like structures of the front hitch and rear axle assemblies. In an alternative embodiment, the framing system may be constructed with a series of cross bars between the side walls (e.g.FIG.55) and used to define the areas for insulated panels to be inserted there between. A framing system may be made of steel or another suitably durable and strong material. In another embodiment, the foundation comprises an insulated steel platform upon which the tiny home is built (seeFIGS.51-54). The foundation insulation provides home energy efficiencies. The specifications of the foundation in terms of its structure and insulation can be varied in accordance with specification requirements for a given tiny home. In one embodiment the tiny home foundation is constructed to meet the specifications or standards for an energy efficient home (e.g. Energy Star™ NetZero™, R-2000™, EnerPHit™ and PHI Low Energy Building™ standards, etc.). In a related embodiment, the tiny home foundation is constructed to meet the specifications for energy efficiency required to achieve a Passive House™ (Passivehaus™) rating. In a further embodiment, a tiny home foundation is configured to integrate into, or be a member part of a trailer system of the present disclosure. The two ends of the foundation defining the width of the tiny home provide access to one or more channels for receiving the pegs of a front hitch assembly and a rear axle assembly, respectively. In one embodiment, the channel(s) are holes (e.g. slots or cavities) with similar dimensions to the pegs and are accessed from the end walls of the foundation defining the width of the tiny home (seeFIGS.6-9). In another embodiment, the channels of a tiny home foundation are defined by groove(s) with dimensions suitable for receiving all or a portion of the pegs of a front hitch assembly and/or rear axle assembly. The channels of this embodiment are accessed from the ends of a foundation along the side walls of the foundation defining the length of the tiny home (seeFIGS.41-54). In a related embodiment, the groove(s) will run for at least a distance equivalent to the length of the peg beginning at the corners where the side walls and end walls of the foundation meet. In another related embodiment, the grooves will run for the full length of the side walls along the exterior face of the side walls. In still another related embodiment the end walls may also provide a groove or slot for receiving a projecting structure formed as part of, or attached to the bases (e.g. weldment) of the front hitch assembly and/or rear axle assembly when the assemblies are fully engaged with the foundation. In yet a further related embodiment the full length of the side walls and end walls will be grooved to provide a continuous channel around the exterior perimeter of the foundation. The recessed walls of groove channels along the side walls of a foundation will each have two or more pin holes positioned along their length to align with pin holes of the pegs when said pegs are partially or fully inserted into their designated side wall channel. The foundation may have more total pin holes along its side walls than needed to align with the pin holes for a given front hitch assembly and rear axle assembly. This design option may be desirable to allow for the interchangeable use of different front hitch and rear axle assemblies with a given foundation. In one embodiment, the top wall of a foundation may be a surface without flooring component(s) or other coverings for indoor home use. In another embodiment (seeFIG.54) the top wall of the foundation may be provided by a flooring component(s) finishing the foundation surface for the interior of a tiny home. Dolly Member—Rear Axle Assembly A dolly member of the trailer system according to the present disclosure is referred to herein as a rear axle assembly. This member connects to an end wall of a tiny home foundation opposite an end wall where a front hitch assembly connects to the tiny home foundation, when each of said components is aligned in an end to end configuration. Similar to a front hitch assembly, a rear axle assembly also has pegs that fit into channels formed into, or as part of a wall configuration of the side and/or end walls of a tiny home foundation Depending on the placement and dimensions of the one or more pegs and corresponding channel(s), the number of pegs and channels can be selected by one skilled in the art. In one embodiment, the axle of the rear axle assembly is a dually wheeled axle, meaning it has four tires for transporting large and heavy items. In a further embodiment the rear axle assembly is a dual axle assembly. In another embodiment, a suspension of the rear axle assembly is an adjustable air (pneumatic) suspension system. In still another embodiment, a suspension of the rear axle assembly is an adjustable hydraulic suspension system This allows a tiny home to travel on public roads at the lowest possible height off the ground (i.e. with about six inches clearance) and be elevated as necessary upon arriving at a site for delivering the tiny home, in order to reduce the risk of bottoming-out on uneven terrain. In one embodiment, a suspension of the dolly member can be elevated and lowered to two or more heights off the ground, ranging from about 6 to about 12 inches. The lowest level is to allow for paved road travel. The higher levels will be to facilitate travel over uneven terrains. Different levels (elevations) can also be used to facilitate coupling and decoupling of the hitching and dolly members to and from a trailer bed/tiny home foundation depending on the preference and circumstances of the user. In one embodiment, a lower elevation of a suspension is used to couple hitching and dolly members of a trailer system to a tiny home foundation. Peg and Channel System Peg and channel pairings of a trailer system according to the present disclosure provide a peg and channel system for supporting a tiny home foundation and any structure built on it. Each peg and channel may have a variety of shapes and sizes, so long as they are dimensioned to connect, or fit together with one another within side and/or end walls of a tiny home foundation. Each peg and channel pairing can be shorter or less deep than the less versatile fork and tube beams of the prior art that run along a substantial length in the interior of the structure being supported. In a peg and groove embodiment of the present disclosure, the peg and groove remain exterior to the interior region of the foundation found between the side and end walls. Again this increases the design options for both the pegs, channel length and for the framing and insulation of the foundation itself. One reason the present disclosure can provide for peg and channel design variation is because of the smaller dimensions of tiny homes compared to other mobile homes that require longer and wider trailer systems to transport them. In one embodiment, the pegs of hitching and dolly members are between about 6 inches to about 6 feet long. In another embodiment, the pegs of hitching and dolly members are between about 6 inches to about 1.5 feet long. In still another embodiment, the pegs of hitching and dolly members are between about 4.5 feet to about 5.5 feet long. The corresponding channel for mating to each of the pegs will be of a similar depth to the length of the peg that is intended to be inserted into it, or deeper to accommodate a variety of peg lengths depending on the hitching and dolly members being used in a given situation. In one embodiment, a hitching or dolly member of one trailer system may be used interchangeably with a dolly and hitching member, respectively of another trailer system because of the numerous options for configuring channels in the foundations of tiny homes such that hitching and rear axle assemblies with different numbers of pegs and/or lengths of pegs can be accommodated by a single foundation design without necessarily always having to engage with all of the channel spaces accessible from around the perimeter of a foundation. In one embodiment, the pegs have a prismatic configuration and are paired with channels of a similarly prismatic (closed slot or open groove) configuration. In another embodiment, the pegs have a rectangular (prismatic) configuration and are paired with channels of a similarly rectangular configuration. In another embodiment a slot or groove type channel may have annular configurations and be paired with pegs having corresponding annular configurations. In one embodiment, there are one or more peg and channel pairings for connecting the various members of a trailer system according to the present disclosure. Each peg and channel pairing has dimensions suitable for supporting the weight of the tiny home depending on the number of peg and channel pairings selected by one skilled in the art. Similarly, the placement of peg and channel pairings may be varied. For example,FIGS.6and8depict a two peg/channel pairing configuration where the placement of the pegs/channels is closer to the center point of the foundation end walls compared to their placement inFIGS.13and15, where they are placed along the end walls closer to the side walls of the foundation. In one embodiment there is one peg and channel pairing between the front hitch assembly and tiny home foundation, and/or between the rear axle assembly and tiny home foundation. In another embodiment, there are two peg and channel pairings between the front hitch assembly and tiny home foundation, and/or between the rear axle assembly and tiny home foundation (seeFIGS.6and8). In a further embodiment, there are three peg and channel pairings between the front hitch assembly and tiny home foundation, and/or between the rear axle assembly and tiny home foundation. In still another embodiment, there are four peg and channel pairings between the front hitch assembly and tiny home foundation, and/or between the rear axle assembly and tiny home foundation (seeFIGS.25,27and28). In a further embodiment, the number of peg and channel pairings between the front hitch assembly and tiny home foundation, and between the rear axle assembly and tiny home foundation are the same. In still a further embodiment, the number of peg and channel pairings between the front hitch assembly and tiny home foundation, and between the rear axle assembly and tiny home foundation are different. It is also to be understood that the form or configuration of a given peg and channel pairing need not be replicated in an identical manner for other peg and channel pairings used in the trailer system. For example, in the case of single peg and channel pairing at each of the front hitch assembly/foundation interface and/or rear axle assembly/foundation interface, a peg and hole (e.g. slot) configuration may be provided where the width of the peg and hole run along a more substantial portion of the width (end wall) of the tiny home foundation. By way of another example, when there are two peg and channel pairings at a given hitching or rear axle assembly to foundation interface, a peg and hole configuration (seeFIGS.6and8), or a peg and groove configuration (e.g.FIGS.46-48, and55) may be selected. In another embodiment, the peg and channel pairings configured for connecting a front hitch assembly to a tiny home foundation can be different than the configuration of peg and channel pairings used to connect the same foundation to a rear axle assembly. In a further embodiment, the tiny home foundation has one or more holes in the end walls defining the width of a tiny home foundation, with dimensions suitable for securely receiving the pegs of a front hitch assembly and/or a rear axle assembly, respectively. In this embodiment the peg surfaces adjacent the channel wall(s) of the hole(s) will be close enough to said channel wall(s), to minimize movement of the peg within the channel once secured, and may or may not contact (abut) one or more surfaces of the channel wall(s). In still another embodiment, a tiny home foundation has two or four grooves along the side walls defining the length of the tiny home foundation, with dimensions suitable for securely receiving the pegs of the front hitch assembly and rear axle assembly, respectively. In this embodiment the peg surfaces adjacent the channel wall(s) of the grooves will be close enough to said channel wall(s), to reduce destabilizing movement of the peg within the channel once secured, and may or may not contact (abut) one or more surfaces of the channel wall(s). The fit between the peg and groove is such so as to ensure the trailer system can transport a foundation (and tiny home) over various terrains without damaging the foundation or home. This requires being able to maintain the plane of the foundation defined by axes running in between the side and end walls of the foundation in a substantially parallel orientation relative to the ground plane of the terrain when the trailer system is stationary and during transport using the trailer system. In yet another embodiment, the pegs of a front hitch assembly and a rear axle assembly can be secured in the channels of a tiny home foundation using pins that pass through holes in the peg and channel walls. Each pin is locked into place using one or more structures at an end of the pin cooperating with one more structures of the side wall(s) of the foundation including, at or otherwise adjacent to the pin holes used to receive the pins. For example, seeFIGS.22-26,32-40,49-50and56C. This allows for transport of the tiny home foundation (or home), as well as the two assemblies (hitching and dolly members) independent of the foundation. In one embodiment, there are holes passing through each of the pegs and channel side walls to allow for pins or other securing means (e.g. nut and bolt systems) to secure different component parts of a trailer system. Such sets of holes passing through peg and channel pairings (via channel walls) are in a linear alignment configuration designed to allow the holes of pegs to be aligned with the holes of channel side walls and thereby create a guided passage (channel) for a securing means to be threaded there through and secure the structures of a peg and foundation together. In a related embodiment, there is one hole through the peg and one hole through a first side wall of a channel (slot or groove) that can be aligned to receive a securing pin or bolt there through. In another related embodiment, there are two holes through first and second opposing channel (slot) side walls that can align with the hole through a peg to receive a securing pin or bolt there through. In a further related embodiment, there are two or more sets of holes in a linear alignment through the walls of a corresponding channel for aligning with the holes of pegs of variable lengths. Longer pegs may have one or more sets of holes along their length in order to provide for multiple points that can be used to secure a trailer system when assembled, depending on the depth of the channels in a tiny home foundation. In another embodiment, one assembly (of the front hitch or rear axle assemblies) has hollow pegs that are larger than the pegs of the other assembly. In this embodiment, the smaller pegs are configured to fit securely into the channel formed in the larger, hollow pegs. Connecting Member In one embodiment, when a tiny home foundation is not integrated as part of the trailer system, the front hitch and rear axle assemblies of the trailer system can be connected directly to each other for transport (e.g. seeFIG.10). In another embodiment, the front hitch and rear axle assemblies can be secured for transport or storage in the absence of a foundation (e.g. before or after delivery of the foundation using a connecting member, such as tubing, a (spreader) bar, sleeve, or other structure configured to receive the pegs of the hitching and rear axle assemblies, a connecting member for connecting the hitching and dolly members to each other for transport in the absence of the foundation In still a further embodiment, the front hitch and rear axle assemblies of a trailer system can be connected to each other using a connecting member configured with channels laid out and dimensioned analogous to those of a tiny home foundation used with said assemblies. In the embodiment ofFIG.29, the pegs of the two assemblies have the same dimensions and, therefore, either end of a foundation or connecting member may receive the pegs from either assembly. In another embodiment, when the pegs of the front hitch and/or rear axle assemblies have different dimensions, the channels of the foundation of a trailer system and connecting members will be configured with channels with similarly varied dimensions in order to receive said pegs. In a related embodiment when peg dimensions vary, it may be that said pegs can only be inserted into the channels of one of the two ends of the foundation of a trailer system, or connecting member. In a related embodiment, a connecting member may be a single tube open at both ends into which a peg from both the front hitch and rear axle assemblies of a trailer system may be inserted. In this embodiment, the tube functions as a sort of sleeve for the pegs (seeFIGS.29-31). In a further embodiment, a connecting member may have different sized channels to accommodate different sized pegs. In still another embodiment, a connecting member may comprise an internal wall (not shown) to separate channels at opposing ends of the connecting member, each channel being configured to be mated to or otherwise receive pegs from the front hitch and rear axle assemblies of a trailer system. In another related embodiment, a connecting member may be a unitary structure comprising multiple opposing pairs of channels connected together along their length for receiving pegs from the front hitch and rear axle assemblies of a trailer system. In yet a further embodiment, front hitch and rear axle assemblies can be secured to each other, or to a connecting member using the same locking (securing) means (e.g. securing pins, or bolts) used to secure said assemblies to a tiny home foundation. In still a further embodiment, when a connecting (spreader bar) is used for securing pegs and attaching the front hitch and rear axle assemblies for transport in the absence of a foundation, the length of the connecting bar will be a length at least long enough to accommodate the full lengths of the pegs of the two assemblies. In another embodiment the connecting member will be long enough to accommodate varying peg lengths of different front hitch and rear axle assemblies to accommodate the interchangeability of assemblies for use as part of a trailer system according to the present disclosure. Uses When a trailer system of the present disclosure is assembled, a tiny home foundation that doubles a trailer bed and home built (in whole or in part) on top of the foundation can be transported riding low to the ground. In one embodiment, a tiny home foundation integrated into a trailer system of the present disclosure rides about 6 inches off the ground. In another embodiment, a rear axle assembly has an adjustable (e.g. pneumatic, hydraulic) suspension in order to ensure the ride height of a tiny home foundation is maintained at a sufficient elevation to clear different road, and off-road ground topologies to minimize the risk of damaging a tiny home on different terrains. These three member parts of the trailer system can be made using steel to support the tiny home. In one embodiment, the trailer system is used to transport a tiny home that can weigh from about 6000 to about 20000 lbs. In another embodiment, the tiny home weights from about 6000 to about 15000 lbs. In yet another embodiment, the tiny home weighs from about 8000 to about 15000 lbs. In still another embodiment, the tiny home weighs from about 8000 to about 12000 lbs. In an embodiment, the trailer system is used to transport a tiny home that is about 7 to about 8.5 feet wide. In a further embodiment, the tiny home is about 8 to about 8.5 feet wide. In yet another embodiment, the tiny home is about 12 to about 30 feet long. In a yet a further embodiment, the tiny home is about 12 to about 20 feet long. In another embodiment, the tiny home is about 12 to about 15 feet long. In another embodiment, the trailer system is used to transport a partially built tiny home, such as the shell or ‘box” of the home without being configured on the inside for occupancy. This option is available for home owners who wish to undertake the interior design and building on site, once the shell of the tiny home has been delivered. In yet another embodiment, the trailer system is used to transport a tiny home fully configured on the interior and ready for occupancy upon being delivered to a desired location. In a related embodiment, the tiny home once delivered can be further expanded to create a larger footprint for living by building additions on site. In still another embodiment, the trailer system is used to transport a tiny home that is about 7 to about 8.5 feet wide. In a related embodiment, the tiny home is 7, 7.25, 7.5, 7.75, 8, 8.25, or 8.5 feet wide. In a further embodiment, the tiny home is about 8 to about 8.5 feet wide. In yet another embodiment, the tiny home is about 12 to about 30 feet long. In a related embodiment, the tiny home is about 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, or 30 feet long. In a yet a further embodiment, the tiny home is about 12 to about 20 feet long. In another embodiment, the tiny home is about 12 to about 15 feet long. A tiny home layout based on a width of about 8 feet and length of about 25 feet is shown inFIG.20. To gain a better understanding of the invention described herein, the following examples are set forth. It will be understood that these examples are intended to describe illustrative embodiments of the invention and are not intended to limit the scope of the invention in any way. EXAMPLES The following examples provide exemplary, non-limiting embodiments of the trailer system according to the present disclosure. Example 1: Tiny Home Trailer System and with Peg and Slot Coupling System When using the trailer system1of the present disclosure, the front hitch assembly2is connected to the vehicle (not shown) that will tow the tiny home. With reference toFIGS.1-16, either of the front hitch or rear axle assemblies may be connected to the tiny home foundation first. In one embodiment, the front hitch assembly2is connected to the tiny home foundation3first. It is moved close to one end14of the tiny house foundation3and the rectangular (prismatic) pegs9are fitted into the slots (cavities)12formed in the tiny home foundation (FIGS.6and7). One skilled in the art will appreciate that the dimensions of the slots12need only be large enough to receive the pegs so that, once the pegs are secured, the tiny home can be safely transported with minimal lateral movement during transport. An advantage of having the peg and slot configuration of the present disclosure (compared to the fork and tube configuration of the prior art relating to larger mobile homes) is the versatility and ease of aligning the peg and slot pairings for mating to one another. Moreover, the depths of the slots12minimally affect the integrity of the foundation's insulation and framing system. This provides for more construction and functionally efficient design options. If the mating of the pegs9into the slots12is affected by the terrain and/or elevation of the tiny home at a given location, the suspension (not shown) of the towing vehicle can be lowered. In addition, or alternatively, suitable propping/lifting means can be applied by one skilled in the art to facilitate the necessary alignment between the pegs and slots. When the pegs9are fully inserted into the foundation slots12, pins23(as shown inFIGS.23-25and33-34) are inserted into the series (each a set) of pin holes11aand19a, provided in the sides of the pegs9and walls of the slots12, respectively (as shown inFIGS.25,26and28). Each of the pins has a pin portion24and securing (ring) portion25ato lock the securing pin23into place during transport. The securing portion25ais fitted through a hole25bat the end of the securing pin23(seeFIG.25). With the front hitch assembly2attached to the tiny house26(seeFIGS.17-21), the rear axle assembly4can be attached to the tiny home in a similar manner as done for the front hitch assembly such that pegs10are mated with slots20. To facilitate the alignment of the rectangular (prismatic) pegs10of the rear axle assembly4with the slots20in the opposite end16of the tiny home foundation3, the rear axle assembly4may be provided with an adjustable suspension (not shown) to lower its pegs10as close as possible to the level of the foundation slots20. In addition, or alternatively, suitable propping/lifting means can be applied by one skilled in the art to facilitate the necessary alignment between the pegs and slots. When the pegs10are fully inserted into the foundation slots20, securing pins23are inserted into pin holes11band19b, provided in the sides of the pegs10and walls of the slots20, respectively. Each of the securing pins23comprises a pin portion24and can be secured in the series of pin holes11a,11b,19a, and19bforming a channel31running through the peg and channel pairings (couplings) when mated. In this embodiment, the series of pin holes11aline up with the series of pin holes19aand the series of pin holes11bline up with the series of pin holes19b. Pin holes19aand19bare the first holes through which the pin portion24is inserted from the exterior side walls15,17of the tiny home foundation3. Pin portion24is then threaded through pin holes11aand11b, sitting to the interior of the side walls15,17of the tiny home foundation3, from where the pegs are first inserted. The securing means may comprise a ring structure25athreaded through the pin portion24through a hole25b(FIGS.22-26and49-50), to secure/lock the pin portion24into place during transport. Alternatively, the securing means may comprise a pin rest32connected and projecting outward from the foundation side wall15,17near the series of pin holes11a,11b,19a, and19b. The pin flange portion33at each end of the pin portion24(FIGS.32-40), is shifted to sit on, or hook onto the pin rest32and thereby secure/lock the pin portion24into place during transport. Once the front hitch and rear axle assemblies2,4have been fully connected and secured to the tiny home foundation3, the suspensions (not shown) of the towing vehicle and trailer system are adjusted so that the tiny home is elevated for transport to about 6 inches off the ground on paved roads. When the tiny home26(seeFIGS.17-21) is being delivered to a designated location, and subsequently positioned at its intended resting site, the suspension of the trailer system1can be raised to clear uneven terrain and then lowered again to allow for the decoupling of the front hitch and rear axle assemblies2,4, from the foundation3of the tiny home. The rear axle assembly4may be detached first, by removing the securing pin23and then pulling the rear axle assembly4out of the tiny house foundation3. Similarly, the front hitch assembly2is detached by removing the securing pin23and pulling it out of the foundation3. One skilled in the art will appreciate that means to support the propping and or lifting of the tiny house may be required to facilitate the decoupling process, which results in the disassembly of the tiny house trailer system1. The loading crew should be able to move the rear (axle) assembly4in order to position it for attachment to the front (hitch) assembly2. Similar to attaching the assemblies to the tiny house foundation3, the front (hitch) and rear (axle) assemblies2,4can be reconnected to each other as shown inFIG.11. The smaller rectangular pegs9of the front (hitch) assembly will fit into the hollow rectangular pegs9of the rear axle assembly4. When inserted fully, the set of safety pin holes11awill line up with the set of safety pin holes11bas shown inFIG.12. When assembled, the front (hitch) and rear (axle) assemblies will be connected as shown inFIG.10. After inserting the safety pin23to secure the two assemblies together, the trailer components are ready to be delivered to another location for reuse or storage. Example 2: Tiny Home Trailer System and with Peg and Groove Coupling System In this embodiment of the trailer system shown inFIGS.41-54, the assembly and disassembly of the trailer system1is achieved in a similar manner as in Example 1. The primary difference is that the front hitch and rear axle assemblies2,4are configured with peg arms34that are inserted into or mate into groove channels41formed into the side walls15,17of the foundation3(that define the length of the tiny home26). The grooves (channels)41can run along the entire length of the foundation side walls15,17(as shown inFIG.41), or only so far as is needed to receive the pegs. In another variation of this embodiment, the end walls14,16of the foundation may also be grooved to each have a channel41. In the case where both the side and end walls are configured to be grooved along their full lengths, it can also be understood that there is a single channel41formed along the entire perimeter of the foundation into the side15,17and end walls14,16(seeFIGS.41and42). With reference toFIGS.41-42, an embodiment is shown where the channel41for receiving peg arms34is defined by a wall configuration of the side walls15,17(and in certain embodiments a wall configuration of the end walls14,16), including wall portion46and wall portions37,38projecting from the wall portion46as an extension of the bottom and top walls18,13of the foundation3, respectively. The grooves (channels)41are sufficiently deep to accommodate the peg arms34as shown inFIGS.47-50, which will support the foundation3during transport, once secured with the securing pins23provided. Each of the securing pins23comprises a pin portion24and can be secured in the series of pin holes11a,11b,19a, and19bforming a channel31running through the mated peg and channel pairings. In this embodiment, the series of pin holes11aline up with the series of pin holes19aand the series of pin holes11bline up with the series of pin holes19b. Pin holes11aand11bare the first holes through which the pin portion24is inserted through the peg arms34of the front (hitch) and rear (axle) assemblies2,4. Pin portion24is then threaded through the series of pin holes19aand19bin the side walls15,17of the tiny home foundation3, which functions as a wall of channel41, abutting the interior sides of the peg arms34. This configuration of the peg and channel (groove) system, similar to the one described in Example 1, minimally impacts the integrity of the foundation's construction, to provide for an analogous range of design options and efficiencies for the tiny home. As shown inFIGS.51-54, a variation of the peg arm34and groove channel41system illustrates how the portion of the foundation frame forming the grooves41(e.g. a beam42that can be made of steel) may be over-layered with flooring (portion)43of the tiny home. The flooring (portion)43provides the top wall13, and may include some of the insulation45bin the insulation cavity45aof the foundation3. This configuration allows the top wall13of the foundation3to be finished across the entire width of the tiny home26. In this embodiment, the height of the foundation side walls15,17is defined by both the height of the beams42and flooring43sitting on top of the beams42. InFIG.51, the value ‘x’ provides the height of the side wall, and comprises values ‘x2’+‘y’, where ‘x2’ is the height of the beam42and ‘y’ is the height of the flooring (portion)43over-layering the beam42. In one embodiment, ‘x’ may range from about 6 to about 14 inches. The flooring portion43overlaying the grooved side wall (steel) beams42of the foundation3may be up to about 4 inches high (thick) and may comprise one of a number of flooring43finishes according to the preference of the user. Again, with reference toFIG.51, this value would be defined by the value ‘y’ and may in other embodiments be negligible or approach zero (seeFIGS.41-43). When zero, the finished flooring43surface may simply abut with the side wall of the beam42. The beam42would then alone define the total height of the foundation side walls15,17, i.e. value ‘x2’. With regard to this alternative embodiment, the bottom wall18of the foundation does not extend to form part of the channel wall portion37, and instead abuts the beam42(forming channel41) as shown inFIGS.51-54. This can allow for the foundation3to have some clearance off the ground. The majority of the foundation3of the tiny home may effectively rest above, instead of on the ground by an amount defined by the value ‘x7’, which value may range from zero up to about 1 inch. In a related embodiment, the ‘x7’ value is about ¼ inch to about ½ inch. The bottom wall18finishing44of the foundation may be selected from a number of materials, e.g. wood or a steal sheet. Example 3: Tiny Home Trailer System and with Peg and Groove Coupling System InFIGS.55-59, a more detailed embodiment similar to that described in Example 2 is illustrated depicting the configuration of a trailer system's1components, namely their framing, connecting and securing means. The front hitch assembly2is configured to have the gooseneck6be connected to a hitching assembly base7via a Y channel48provided with a gooseneck hitching hole59and a gooseneck guide and deck locking member63provided at the back end and underside of the gooseneck6. The front end of the gooseneck includes rollers, a hitching plate and hitching member for guiding and securing the gooseneck6to a towing/transport vehicle. To accommodate different height requirements for the gooseneck6when used with different towing/transport vehicles, an adjusting mechanism49in the form of a mechanically operated plate is provided. Both the hitching and rear axle assemblies are provided with pegs34inserted into the bases such that the pegs (substantially) provide the side walls for each base. The base7of a hitching assembly can be said to have a box frame configuration for receiving the pegs34. The base8of the rear axle assembly can be said to have a bridge configuration for receiving the pegs34. The pegs of the hitching and rear axle assemblies have pin holes11a,11bfor insertion into the grooved sides walls15,17of a tiny home foundation3. Each peg34has two pin holes that align with corresponding pin holes19a,19bof the tiny home foundation3. Optional reinforcement plates (shown inFIGS.55and56B) may be secured to the inner faces of the side walls with pin holes that also align with the pin holes of the pegs and foundation side walls, to provide additional support for the foundation side walls during transport. The securing means23for connecting a peg34to a side wall15or17is a pin with a pin portion24, a handle54and flange structure55. When securing pin23is inserted through a pin hole11a,11bof a peg34the flange structure sits adjacent to a flanged member56connected to the outward face of the side wall of the peg34that is inserted into the channel (groove) of a side wall15,17. The flange structure55and flange member56each have a hole aligning with one another when the pin portion24is fully inserted through a pin hole of the peg34(and pin hole of either the foundation3or a peg connecting (spreader) bar52when no foundation3is integrated into the trailer system1). The two holes form a short channel, which may or may not include threading features for receiving a locking means (bolt, pin or screw)57that keeps the securing pin23in its fully inserted position during transport of the trailer system1. The spreader bar52may be constructed and configured to replicate a shorter length of a foundation side wall including the formation of a groove defined by a side wall and opposing top and bottom walls extending out at a 90 degree angle from the top and bottom faces of the side wall to form an open channel of the spreader bar52. The extended (outward facing) end faces of the top and bottom walls of the spreader bar52may optionally include a lip portion extending at a (substantially) 90 degree angle towards the opposing bottom and top wall, respectively. The two lip portions serve to partially enclose the open side of the channel opposite the side wall of the spreader bar52. Such lip features may also be included as features of the grooved side walls of a foundation and dimensioned to allow for the insertion and removal of the securing pin23from the pin holes11a,11b. The lip features serve to more securely hold a peg34in place when inserted into the channel of a spreader bar or foundation side wall, as the case may be. It is understood that the channels of the spreader bar of this embodiment are analogous to the channels41shown in other drawings herein (e.g.FIGS.42-43). The grooved end walls14,16of a tiny home foundation, according to this embodiment, are mated with weldments47a,47bto provide additional stabilization and support for a tiny home foundation3, and partially constructed, or fully constructed tiny home during transport. The weldments47a,47bmay be part of a unitarily formed (e.g. using a molding process) rear axle assembly base8, or a separable component that can be secured to the rear axle assembly base8by welding or using bolts, and thereby replaced if damaged during use. Similarly, the pegs34may also be removable from the bases7,8of the hitching and rear axle assemblies, respectively to allow for replacement if damaged during use. The foundation3comprises a series of spaced cross (framing) bars (referred to as feature40in the Table of Figure Features below) in between and oriented perpendicular to the side walls of the foundation3. In addition to providing support to, or enhancing the structural integrity of the foundation3these bars can be used to secure structurally insulated panels (SIPs) into the cavity or space of the foundation ultimately defined by the side, end and top and bottom walls when finished. Alternatively, this same space or cavity can be filled using alone or in combination spray foam, sheet wood and such other components as may be selected by one skilled in the art to provide a foundation with sufficient structural integrity, strength, rigidity and energy efficiency as may be desired. In this embodiment, exemplary dimensions of the various member components are about as follows: 1. A foundation3: 25 feet (L)×8 feet (W)×9.75 inches (H). The height may vary between about 9.5 to 10.5 inches. 2. A hitch assembly base7: 1 foot, 7.5 inches (L)×8 feet, 0.25 inches (W)×10.5 inches (H) at the front end and 1 foot, 1.25 inches (H) at the back end that interfaces with a foundation when engaged therewith. The length may vary between about 1 foot, 7 inches to about 1 foot, 10 inches. The base height may vary between about 10.5 inches to about 1 foot, 5 inches. 3. A peg34of a hitch or rear axle assembly: 5.5 feet (L)×2.25 inches (W)×8 inches (H). The height may vary between about 7.8 inches to about 8.5 inches. The width may vary between about 2.25 inches to about 3 inches. 4. A rear axle assembly base8: 1 foot (L)×8 feet (W)×1 foot (H). The base length may vary between about 1 foot to about 1 foot, 5 inches. The base height may vary between about 1 foot to about 1 foot, 5 inches. 5. A weldment47a,47bfor a hitching or rear axle assembly following the same dimension orientation applied to the assemblies above: 4 inches (L)×6 feet (W)×6.75 inches (H). 6. A distance between pin holes11aand11bon a peg34or pin holes19aand19bof a foundation side wall may be 3 feet. The distance between pin holes may vary and be selected by one skilled in the art depending on the length of the peg34. The pin hole closest to the end of the foundation side wall, or closest to the point where the peg34begins to extend beyond a base of an assembly may be positioned 1 foot from said end or point. 7. A spreader bar: 7 feet (L)×3.5 inches (W)×10.5 inches (H); and lip portions extending towards each other, from the top wall and bottom wall of the spreader bar, respectively: 3.25 inches and 3 inches. The lip portions may vary from about 2 inches to about 3.5 inches each. Other features labelled inFIGS.55-59are further described in the “Table of Figure Features” that follows. Table of Figure Features: The features shown in all of the figures for the illustrated embodiments disclosed herein are summarized in the table below. The table provides figures in which a given feature is labelled and a brief description of the feature and its relationship with other features as the case may be. It is to be understood that features may appear in other figures without being labelled, or included in the “Figures” column. Feature No.FIGS.Description11, 18, 23, 50Trailer system comprising a front hitch assembly 2, atiny home foundation 3 and a rear axle assembly 4.21-2, 6-7, 10-Front hitch assembly (alternatively referred to as14, 17-18, 23-hitching member, or hitching assembly) for25, 27, 29-31,connecting a trailer system 1 to a towing/transport44-50, 54vehicle, and connecting to one end of a foundation 3to support it during transport (with or without a tinyhome 26.built on it)31-9, 17-18, 20-Tiny home foundation for building a tiny home 2626, 28, 32, 34-and transporting it when integrated into a trailer43, 46-55, 56Bsystem 1..41-2, 8-12, 15-Rear axle assembly (alternatively referred to as a18, 23, 29-31,dolly member) for connecting to an end of a tiny50, 55, 56A-home foundation 3 and supporting it (with or without56B, 59a tiny home 26 built on it) during transport.51-2, 8-12, 15-Wheel(s) of a rear axle assembly 4 (e.g. single axle,16-18, 23, 29,dual wheeled).31, 5061-2, 6, 10-11,Gooseneck for connecting a front hitch assembly 2 to13-14, 17-18,a towing/transport vehicle.23-25, 29-31,55, 56A-56B,58A-58C71-2, 6-7, 10-(Front hitch assembly) Base from which peg-like14, 17-18, 23-structures 9, or 34 project for insertion into slots 12,25, 27, 29-31,or a groove channel 41, respectively, of a tiny home44-50, 54-55,foundation 3.56A-56B,57A-57B81-2, 8-12, 15-(Rear axle assembly) Base from which peg-like18, 23, 29-31,structures 10, or 34 project for insertion into slots 12,50, 55, 56A-or a groove channel 41, respectively, of a tiny home56B, 59foundation 3.92, 6, 11, 13-14,Pegs of a front hitch assembly 2 configured for17, 25, 27, 29insertion into slots 12 of a tiny home foundation 3 atone end wall 14, or both end walls 14, 16. Pegs 9 alsofit into one end, or both ends of a tube (or slots) 30formed in a connecting member 27, and/or into pegs10 of a rear axle assembly 4 when said pegs 10 areconfigured to be hollow.102, 8, 10-12, 15-Pegs of a rear axle assembly 4 configured for17, 29insertion into slots 20 of a tiny home foundation 3 atone end wall 16, or both end walls 14, 16. Pegs 10also fit into one end, or both ends of a tube (or slots)30 formed in a connecting member 27, and/or forreceiving pegs 9 of a front hitch assembly 2 when saidpegs 10 are configured to be hollow.11a, 11b2, 6-17, 25, 29,Sets of one or more aligned pin holes through at least44-48, 54-55,one or more side walls of pegs 9 and 10, and peg arms57A-57B34, respectively, for receiving a securing means (e.g.securing pins 23) to hold said peg structures 9, 10 inplace when fully inserted into slots 12, 20, or said pegarms 34 in a groove channel 41, of the tiny homefoundation 3. Each of the sets of pin holes is also usedto align with sets of pin holes 19a, 19b of afoundation 3, and sets of pin holes 29 and 28, of aconnecting member 27 or the pinholes of a spreaderbar 52.123, 6, 13, 34-38Slot (channels) in a tiny home foundation 3 forreceiving pegs 9 of a front hitch assembly 2.131-9, 13-16, 22-Top wall of the tiny home foundation 3 that may or25, 28, 32, 34-may not span the full width of a tiny home 26, and38, 41-43, 46-may or may not comprise a portion of the flooring 4354of the tiny home 26 in different embodiments. Inother words, in certain embodiments, a finished floormay or may not be applied to a foundation 3 beforetransport of the foundation 3 (with or without a tinehome 26 built on it) and in other embodiments thefinished floor 43 is applied to provide the top wall 13of the foundation 3 after its transport and positioningat a designated destination.142-4, 6, 13-14,End wall of the tiny home foundation 3 depicted as26, 35-38, 41-the wall facing the front hitch assembly 2 when the42trailer system 1 is aligned in an end to endconfiguration. An end wall 14 may or may not begrooved in different embodiments.151-9, 13-18, 21-Side wall of the tiny home foundation 3 as depicted in25-25, 32, 34-the figures. A side wall 15 may or may not be37, 41-43, 46-grooved in different embodiments.50-53, 55, 56B162, 4-5, 8, 15-End wall of the tiny home foundation 3 depicted as16, 19, 21-22,the wall facing the rear axle assembly 4 when the26, 28, 39-41,trailer system 1 is aligned in an end to end43configuration. An end wall 16 may or may not begrooved in different embodiments.171-6, 8, 13-16,Side wall of a tiny home foundation 3 as depicted in23, 25-26, 28,the figures. A side wall 17 may or may not be40-42, 46, 50,grooved in different embodiments.55, 56B181-9, 13-18, 21-Bottom wall of the tiny home foundation 3. A bottom25, 28, 32, 34-wall 18 may or may not span the full width of a tiny40, 41-43, 46-home foundation 3.5419a, 19b1-9, 13-18, 22,Ses of one or more aligned pin holes in the side walls25-26, 28, 32,15, 17 and through the walls of slots 12, 20, or34-35-37, 43,framing bars 40 of a tiny home foundation 3, for46-47, 53, 55receiving a securing means (e.g. securing pins 23) tohold said peg structures 9, 10 in place when fullyinserted into slots 12, 20, or said peg arms 34 in agroove channel 41 of the tiny home foundation 3.Each of the sets of pin holes is also used to align withsets of pin holes 11a, 11b of peg structures 9, 10 and34, and sets of pin holes 29 and 28, of a connectingmember 27 or the pinholes of a spreader bar 52.205, 8, 15, 21,Slot (channels) in a tiny home foundation 3 for28, 39receiving pegs 10 of a rear axle assembly 4.2114, 27(Projected) End wall of a peg 9 of a front hitchassembly 2 opposite the end of the peg 9 connected toa base 7, which can be inserted into a slot channel 12of a tiny home foundation 3.2216, 29(Projected) End wall of a peg 10 of a rear axleassembly 4 opposite the end of the peg 10 connectedto a base 8, which is inserted into a slot channel 12 ofthe tiny home foundation 3.2323-26, 30-31,Securing means in the form of a (safety/securing)33-38, 49-50,pin including a pin portion 24 and other structural56A-56C (seeelements (e.g. features 25a, 25b, 33, 54, 55),also Detail B)cooperating with additional structural features on, orapplied to the foundation 3 (e.g. features 32, 53, 56,and 57) to secure and integrate with one another afront hitch assembly 2, a rear axle assembly 4 and atiny home foundation 3 (i.e. components of a trailersystem 1) together for transport. The same pin can beused to secure a front hitch assembly 2 and a rear axleassembly 4 to each other, to a connecting member 27,or 52.2425, 30-31, 33-Pin portion of a securing pin 23 that can thread38, 49, 55, 56Cthrough each set of pin holes 11a, 11b, 19a, 19b, 28,29, and the pin holes of a spreader bar (connectingmember) 52, to secure parts of a trailer system 1together.25a and 25b25, 30-31, 49Ring structure (securing portion 25a) threadedthrough an end of a pin portion 24 functioning as acomponent of a securing means. The ring structure25 a is threaded through a hole 25b at or near the endof the pin portion 24..2617-21Tiny house including foundation 3 and flooring 43.2729-31Connecting member for coupling a front hitchassembly 2 and a rear axle assembly 4 together fortransport. Another embodiment of a connectingmember is shown as feature 52 in FIG. 56A (pegconnecting/spreader bar).2829(Connecting member) Sets of pin holes for securinga peg 10 of a rear axle assembly 4 when aligned witha set of pin holes 11b.2929(Connecting member) Sets of pin holes for securinga peg 9 of a front hitch assembly 2 when aligned witha set of pin holes 11a.3029Channel of a connecting member 27 for insertingpegs 9 and 10 of front hitch and rear axle assemblies2, 4, respectively.3132, 36, 39-40Channel formed by either or both sets of pin holes19a, 19b alone or when aligned with either or bothsets of pin holes 11a and 11b, respectively.3232, 34-38Pin rest which functions as part of a securing means23 together with the flange (securing) portion 33 of anembodiment of a securing pin 23.3333-40Pin flange portion of an embodiment of a securingpin 23 for securing the securing pin 23 when restingon a pin rest 33.3444-50, 54, 55,Peg arm of a front hitch assembly 2 or rear axle57A-57B, 59assembly 4 for insertion into a groove channel 41 ofan embodiment of a tiny home foundation 3.3544-49, 54,(Projected) End wall or leading end of a peg arm 3457A-57Bof a front hitch assembly 2, or rear axle assembly 4opposite the end of the peg arm 34 connected to abase 7 or to a base 8, respectively, and which isinserted into a groove channel 41 of a tiny homefoundation 3. This feature may be a flat face (e.g.FIG. 44) or pointed (e.g. FIG. 57B)3644, 46-47Base portion of a front hitch assembly 2 (which canalso be provided for a rear axle assembly 4) thatmates into a channel 41 formed into, or as part of awall configuration of an end wall 14, or end wall 16,if so provided, of a tiny home foundation 3. When afront hitch assembly 2 (or rear axle assembly 4) isconnected (coupled) to a tiny home foundation 3, thebase portion 36 abuts a recessed wall portion 46 of thechannel 41. See also analogous weldment features 47aand 47b of FIGS. 55, 57B and 59.3741-43, 46-54Extended (flange) portion forms part of a side wallor end wall configuration for providing a lower wallof channel 41, and part of side walls 15, 17 and endwalls 14, 16, as the case may be.3841-43, 46-54Extended (flange) portion forms part of a side wallconfiguration, or an end wall configuration forproviding an upper wall of channel 41, as well as partof side walls 15, 17 and end walls 14, 16, as the casemay be.3944-49(Upper and lower aspects) Base portion of a fronthitch assembly 2 (which can also be provided for arear axle assembly 4) that mates to end (outermost)faces of extended (flange) portions 37, 38 of a tinyhome foundation 3. When a front hitch assembly 2 (orrear axle assembly 4) is connected (coupled) to thetiny home foundation 3, base portions 39 abut the endfaces of extended portions 37, 38 as shown in FIGS.47-48.4026, 55, 56BFraming bar providing structural support andattachment points for insulation panels. The framingbar may run the length of a tiny home foundation 3 aspart of the foundation's framing system. A framingbar may be made of steel, or other metal, wood,(nano)composites of reinforcing and matrix materials,or other suitable material(s), and may or may not havea configuration and dimensions adapted to provide fora slot channel 12 or 20 formed at one or both endsterminating at end walls 14, 16 of a tiny homefoundation 3, respectively. Alternatively a framingbar may run perpendicular and in between side walls15, 17 (e.g. see FIGS. 55 and 56A).4141-43, 46, 51-(Groove) Channel(s) formed into or as part of a wall53configuration of side walls 15, 17, and end walls 14,16, as the case may be. A channel 41 may beembodied in a grooved beam 42 used to provide theside walls 15, 17 (or end walls 14, 16) of the tinyhome foundation 3, or by portions of the top andbottom walls 13, 18 extending in a perpendicularorientation relative to and beyond the side (or end) ofthe recessed wall portion 46 of the wall configuration.4251-54(Grooved) Beam of an embodiment of a tiny homefoundation 3 for framing a foundation 3 and receivingpeg arms 34 of front (hitch) and rear (axle) assemblies2, 4.4319-20, 51-54Flooring (finish) of top wall 13 of a tiny homefoundation 3.4451-54Finish of bottom wall 18 of a tiny home foundation.45a51, 53Insulation cavity of a tiny home foundation 3.45b52, 54Insulation in an insulation cavity 45a of a tiny homefoundation.4641-43, 46-54(Recessed) wall portion of a channel 41 forming partof a wall configuration of side walls 15, 17 and endwalls 14, 16 of a tiny home foundation 3, as the casemay be.47a57AWeldments for engagement with channel 41 of a tiny47b55, 56Ahome foundation 3. Can be made of steel or othermaterials similar to those used to construct a base 7 ofa hitching assembly 2 or base 8 of a rear axleassembly 4. A weldment may be secured to a base (asdescribed above) using a welding process betweenmetal surfaces. Alternatively, similarly dimensionedstructures can be secured to the base using screws,bolts and the like, to allow for replacement andinterchangeability as needed.4855, 57BY channel formed on top surface of hitchingassembly base 7 for receiving the gooseneckcomponent 6 of the hitching assembly 2.4955, 58AAdjusting (plate) mechanism for mechanicallyraising or lowering the height of the gooseneck 6 tothree different heights.5055, 58ARoller(s) at the front end of the gooseneck 6 forrolling it onto the transport vehicle (truck) frame andcentering the gooseneck 6 when connecting it to thevehicle.5156BPneumatic suspension for raising and lowering therear axle assembly 4 to facilitate its connection to anddisconnection from a foundation 3.5256APeg connecting (spreader) bar is an embodiment ofa connecting member that provides a groovedreceiving means for the pegs 34 of a hitchingassembly 2 and rear axle assembly 4 to facilitatetransport of a trailer system when there is nofoundation 3 integrated as a trailer bed. The pegs 34can be secured to the peg connecting bar using asecuring means (pin) 23 threaded through pin holes asshown in FIG. 56A. The configuration of the pegconnecting bar for receiving the pegs 34 may providethe same or different structural features on, or appliedto the side walls 15, 17 of the foundation 3 to ensurethe securing pin 23 can be locked once insertedthrough the pin hole sets 11a, 11b (see FIGS. 55,57A and 59) and pin holes of the peg connecting bar,which are analogous to the pin holes 19a, 19b of thefoundation 3. In other embodiments the pegconnecting bar may incorporate different or additionalfeatures not part of a wall configuration of a side wall15 or 17 of a foundation 3.5356CProtective block for minimizing damage to thesecuring pin 23 during use and transport of the trailersystem 1. The protective block protects the handleportion 54 and flange structure 55 of the securing pin23. Also protected by the block is a flange member 56with a flange portion that sits adjacent to the flangedportion of the flange structure 55. Both flangedportions of the flange structure 55 and flange member56 have a hole that align with one another to providea short channel for a locking means (bolt, pin orscrew) 57 to be inserted and thereby maintain thesecuring pin 23 in place when connecting pegs 34 to afoundation 3, or peg connecting (spreader) bar 52, asshown in FIGS. 56B and 56A, respectively.5456CHandle (structural element) of a securing (locking)pin 23 to facilitate inserting and removing a pinportion 24 from the channels formed when aligningpin holes 11a, 11b (of the hitching and rear axleassemblies 2, 4) with pin holes 19a, 19b (of thefoundation 3), or with the pin holes of a spreader bar52.5556CFlange structure of the securing (locking) pin 23 byfacilitating the insertion of locking means 57 into, andremoval of said locking means 57 from a channelformed by two holes when the flange structure isaligned with the flange member 56 (connected to apeg (arm) 34.5656CFlange member is a structural feature connected tothe pegs 34 adjacent to the pin holes 11a, 11b. Asdescribed above for feature 55, the flange portion ofthe flange member aligns with the flange structure 55of the securing pin 23 to facilitate the use of a lockingmeans 57 to lock the securing pin in place when fullyinserted through a pin hole 11a or 11b.5756CLocking means for securing a flange structure 55 to aflange portion of a flange member 56 and therebylocking a securing pin 23 in place when fully insertedthrough a pin hole 11a or 11b. In other words, thelocking means (e.g. a bolt, pin or screw) ensures thatthe securing pin 23 does not get dislodged or fall outduring transport of the trailer system 1.5857AGuide path flanges forming a Y channel 48 on thesurface of the hitching assembly base 7 and therebyproviding a guiding means for connecting thegooseneck 6 to the hitching assembly base 7.5957AGooseneck hitching hole at the stem end of the Ychannel 48, for receiving and connecting with agooseneck guide and deck lock member 63 of thegooseneck 6.6057AGooseneck receiving cavity representing a recessedportion of a top surface of a hitching assembly base 7and providing a space for configuring a Y channel 48and providing a gooseneck hitching hole 59.6158A-58BAdjusting mechanism bolting means for securingthe adjusting plate mechanism 49 of the gooseneck 6.6258BAir operated brake for engaging a deck lockmember connected to the gooseneck guide 63 with agooseneck hitching hole 59 formed into the hitchingassembly base 7.6358CGooseneck guide and deck lock member forfacilitating the alignment and connection between thegooseneck 6 and hitching assembly base 7.6458CGooseneck hitching plate for stabilizing thegooseneck 6 on a towing/transport vehicle (e.g. truck)once rolled into place using rollers 50.6558CGooseneck hitching member for hitching thegooseneck 6 to a towing/transport vehicle (e.g. truck)once rolled into place using rollers 50. The disclosures of all patents, patent applications, publications and database entries referenced in this specification are hereby specifically incorporated by reference in their entirety to the same extent as if each such individual patent, patent application, publication and database entry were specifically and individually indicated to be incorporated by reference. Although the invention has been described with reference to certain specific embodiments, various modifications thereof will be apparent to those skilled in the art without departing from the spirit and scope of the invention. All such modifications as would be apparent to one skilled in the art are intended to be included within the scope of the following claims. | 70,676 |
11858408 | DETAILED DESCRIPTION Pickup trucks according to the present specification include a passenger cabin and a truck bed located rearward of the passenger cabin. The truck bed includes opposite sidewalls and a bed deck that extends between the sidewalls. The sidewalls are formed by an outer sidewall panel and an inner sidewall panel. At least one of the sidewalls includes a pressurized air system that is located between the respective outer sidewall panel and inner sidewall panel. The pressurized air system may include a compressor unit that is fluidly connected to an outlet in the inner sidewall panel. The outlet may include a connector that can be used to connect to a conduit. The conduit may be used to direct pressurized air to a bladder that is attached to an underside of a bed cover. The bladder can be inflated while attached to the bed cover to extend down into a truck bed. The bladder can be used as a cargo stabilizer by impinging on the cargo and limiting the ability of the cargo to move around in the truck bed. The bladder can also be removed from the underside of the bed cover and used as a mattress. As used herein, the term “vehicle longitudinal direction” refers to the forward-rearward direction of the pickup truck (i.e., in the +/−vehicle Y direction depicted inFIG.1). The term “vehicle lateral direction” refers to the cross-pickup truck direction (i.e., in the +/−vehicle X direction depicted inFIG.1), and is transverse to the vehicle longitudinal direction. The term “vehicle vertical direction” refers to the upward-downward direction of the pickup truck (i.e., in the +/−vehicle Z-direction depicted inFIG.1). As used herein, “upper” and “above” are defined as the positive Z direction of the coordinate axis shown in the drawings. “Lower” and “below” are defined as the negative Z direction of the coordinate axis shown in the drawings. Referring toFIG.1, the terms “outboard” or “outward” as used herein refers to the relative location of a component in a direction with respect to a pickup truck centerline. The term “inboard” or “inward” as used herein refers to the relative location of a component in a direction with respect to the pickup truck centerline. Because the pickup truck structures may be generally symmetrical about the pickup truck centerline, the direction to which use of terms “inboard,” “inward,” “outboard” and “outward” refer may be mirrored about the pickup truck centerline when evaluating components positioned along opposite sides of the pickup truck10. A pickup truck is generally illustrated at10. The pickup truck10includes a passenger cabin12and a truck bed14. The truck bed14includes a bed deck18, a pair of spaced apart sidewalls20,22, a front wall24, and a tailgate26. The bed deck18, the sidewalls20,22, the front wall24, and the tailgate26define a storage area28of the truck bed14. The sidewalls20,22extend parallel to the vehicle longitudinal direction. Each sidewall20,22includes a front end30and an opposite rear end32. The front wall24extends between the front ends30of the sidewalls20,22. The tailgate26extends between the rear ends32of the sidewalls20,22. The tailgate26is pivotally connected to the sidewalls20,22for movement between a closed position and an open position. In the closed position, the tailgate26extends parallel to the vehicle vertical direction. In the open position, the tailgate26extends parallel to the vehicle longitudinal direction as shown inFIGS.1and2. Referring toFIG.2, inside the sidewall22is a pressurized air system40that is connected to an outlet42that extends through an inner sidewall panel44of the sidewall22. The pressurized air system40includes a compressor unit46that is located between the inner sidewall panel44and an outer sidewall panel48of the sidewall22such that the compressor unit46is not visible from outside the truck10. The compressor unit46is fixedly mounted within the sidewall22at a location that is spaced from the inner sidewall panel44and the outer sidewall panel48. In some embodiments, the compressor unit46may be at least partially enclosed by a compartment wall50. The compartment wall50can be formed of any suitable material, such as stainless steel, ceramic, foam, etc. The compressor unit46may be any suitable type, such as positive displacement using a rotary screw, rotary vane or piston. In some embodiments, the compressor unit46may be wired directly to the truck10so that there is no need for separate batteries or other power source. The compressor unit46may include a compressor motor52and a compressor tank54operatively connected to the compressor motor52. The compressor motor52is used to provide the movement that pressurizes the air in the compressor tank54. The compressor tank54is connected to an air inlet56mounted to the compartment wall50. A valve58, such as a solenoid valve, may be provided at the air inlet56that can be used by an electronic control unit59(ECU) of the vehicle (FIG.1) to control the intake of air into the compressor tank54. A pressure relief valve60may also be provided along conduit62that can be opened to depressurize the compressor tank54. A pressure gauge63may be provided so that a tank pressure can be monitored from outside the sidewall22. An exterior conduit62may be removably connected to a connector64at the outlet42. The exterior conduit62may be flexible so that an end of the exterior conduit62can be connected to a mating connector64of an inflatable bladder66. The exterior conduit62may have any suitable length. The inflatable bladder66is removably connected to an underside68of a truck bed cover70. The inflatable bladder66can be connected to the underside68of the truck bed cover70using any suitable connection or combination of connections, such as snaps, hook and loop, straps, clips, etc. As will be described below, the inflatable bladder66can be inflated while connected to the underside68of the truck bed cover70to provide a cargo stabilizer. The bladder66can also be removed from the underside68of the truck bed cover70to provide a mattress, such as for a tent or for the bed deck18of the truck bed14(FIG.1). The bladder66may also include an air release valve72(e.g., a solenoid valve) that can be used by the ECU to deflate the bladder66automatically (e.g., when a destination is reached) or based on input from a user input, such as a switch or multimedia display. In some embodiments, the compressor unit46may be used to deflate the bladder66. Air from the bladder66can be used as the supply air for the compressor which would evacuate the air. The valve58can be used to switch the air source for the compressor unit46between outside air and air from the bladder66. Referring toFIG.3, when inflated and connected to the underside68of the bed cover70, the bladder66can act as a cargo stabilizer by impinging on cargo76in the truck bed14. The bladder66has an inflated thickness that is sized to at least partially fill a volume78of the truck bed14between the truck bed cover70and the bed deck18. For example, the bladder66may be sized to fill at least 20 percent or more, at least 30 percent or more, at least 40 percent or more, at least 50 percent or more, at least 60 percent or more, as least 70 percent or more, at least 80 percent or more, at least 90 percent or more, about 100 percent of the volume78measured between the sidewalls20and22, truck bed cover70and bed deck18with the bladder66fully inflated. In some embodiments, the user input can be used to control the amount of pressure provided in the bladder66. For example, a user may want more or less pressure in the bladder66depending on the type and/or size of cargo being carried. In some embodiments, the vehicle ECU may monitor and control the amount of pressure in the bladder. Referring toFIG.4, as mentioned above, the bladder66can have connectors80that releasably attach to the truck bed cover70. The connectors80can be released and the bladder66can be used as a mattress of soft covering for a floor, ground, bed deck18or even used inside the cabin12of the vehicle10(FIG.1). The exterior conduit62may also be disconnected from the mating connector64of the bladder66. The above-described trucks include a pressurized air system that is located within a sidewall of the truck bed and is separate from the tuck HVAC unit. The pressurized air system is used to inflate an air bladder that is releasably connected to an underside of a truck bed cover. Once inflated, the bladder takes up space in the truck bed, impinging on cargo, which inhibits the cargo from moving around the truck bed and/or vibrating. The pressurized air system can be controlled using controls mounted on the sidewall of the truck bed and/or within the cabin. In some embodiments, the pressurized air system may be controlled wirelessly using a smartphone or other computing device. The user can select the amount of pressure provided to the bladder. While a truck with a truck bed is described above, other vehicle with storage spaces, such as SUVs may utilize the bladder and pressurized air system described herein. While particular embodiments have been illustrated and described herein, it should be understood that various other changes and modifications may be made without departing from the spirit and scope of the claimed subject matter. Moreover, although various aspects of the claimed subject matter have been described herein, such aspects need not be utilized in combination. It is therefore intended that the appended claims cover all such changes and modifications that are within the scope of the claimed subject matter. | 9,595 |
11858409 | DETAILED DESCRIPTION OF THE EMBODIMENTS In the following, the present invention is described with reference to particular embodiments as shown in the enclosed drawings. The present invention is not limited to the particular embodiments described in the following detailed description and shown in the figures, but, instead, the embodiments described simply exemplify several aspects of the present invention, the scope of which is defined by the appended claims. Further modifications and variations of the present invention will be clear for the person skilled in the art. Therefore, the present description must be considered as including all the modifications and/or variations of the present invention, the scope of which is defined by the appended claims. For simplicity, identical or corresponding components are indicated in the figures with the same reference numbers. FIG.1schematically illustrates a spotlight modular assembly100for providing external illumination to a charging inlet of a power-receiving unit or of a power-providing unit for an electric vehicle, according to an embodiment of the present invention. The spotlight modular assembly100comprises a first frame110, provided with a vertical insertion pipe111, and a second frame120. The first frame110illustrated inFIG.1has the shape of an open parallelepiped, comprising a first surface110aand four lateral surfaces110b. As shown inFIG.1, two opposite lateral surfaces110bof the first frame110are provided with two locking devices112, one for each of the two opposite lateral surfaces110b. Each locking device112has a flat portion112bconnected to the corresponding lateral surface110bof the first frame110and a hook portion112aconfigured to engage a mating component of the charging inlet. The vertical insertion pipe111for inserting an electric connector130is further formed on the first surface110a. The second frame120, shown inFIG.1, represents a “lid” for closing the first frame110, thus forming a closed space in the spotlight modular assembly100for containing an illumination system. The second frame120is laser welded to the first frame110. The first frame110and the second frame120form a case for the illumination system. In an embodiment, the first frame110and the second frame120form a case having a first surface and a second surface. In the present application, the expression “first frame” and “first surface of the first frame” are used to indicate those elements placed further away from the external frame of a charging inlet200, while the expressions “second frame” and “second surface of the second frame” are used to indicate those elements in contact with the external frame200of the charging inlet. In an embodiment, the case has the shape of a parallelepiped and comprises four lateral surfaces, a top surface and a bottom surface. The illumination system comprises a circuit carrier140, for instance a printed circuit board (PCB), and a light source141, for instance an LED, connected to the circuit carrier, as shown inFIG.2. In this embodiment, the LED141is charged by the PCB140and the LED141emission can be controlled via the electronics of the PCB140and it can be used to illuminate the charging inlet for facilitating the insertion of the charging plug when the surrounding environment is dark, as described below. The spotlight modular assembly100is configured so that the light emitted from the light source141is directed towards the outside of the spotlight modular assembly100, in particular, towards the charging inlet. The vertical insertion pipe111of the first frame110is designed to house an electrical connector130for supplying power to the illumination system of the spotlight modular assembly100. The first frame110and the second frame120, in an embodiment, are made of a flexible material, for instance, a plastic material. The second frame120is completely made of a transparent material in an embodiment so that the light emitted from the light source141can come out from the spotlight modular assembly100and can reach the charging inlet. In an embodiment, the second frame120may be made of transparent plastic, for example polycarbonate. In an alternative embodiment, the second frame120may comprise at least a window made of transparent material for providing illumination to the charging inlet. It is clear that, even if the first frame110represented inFIG.1has the shape of an open parallelepiped and the corresponding second frame120has a rectangular section, the first frame110and the second frame120of the spotlight modular assembly100may have any geometry, as long as they are configured to form a closed space for encapsulating the PCB140and the LED141. For example, the first frame110and the second frame120may have a circular section and they may be designed so as to be wedged the one into the other to form a closed space in which the PCB140may be inserted. The internal structure of the spotlight modular assembly100can be clearly seen in the exploded view of the spotlight modular assembly100inFIG.2. The first frame110comprises internal features apt at wedging it into the second frame120and it is additionally provided with two locking devices112that allow removably fixing it to the external part of the charging inlet, as will be described in more detail below. The second frame120is provided with a protruding element121for fixing to a complementary part of the charging inlet. The first frame110and the second frame120are hence wedged one into the other, to form a closed space for containing the PCB140, which is connected to the LED141and to at least two electric pins142for providing electrical connection. In the configuration ofFIG.2, two dampers150are provided between the PCB140and the first frame110, in order to reduce the mechanical stress to which the PCB140is subjected to, during operation. In fact, the dampers150prevent a direct contact between the PCB140and the first frame110made of a rigid material. The dampers150are inserted in corresponding receptacles113formed in the inner surface of the first frame110. Even ifFIG.2shows that two dampers150are placed between the PCB140and the first frame110and prevent direct contact of the PCB140with the first frame110, it is clear that any other damping locking devices may be used in the spotlight modular assembly to reduce the mechanical stress of the PCB140and prevent damage of structural failures in the PCB140due to external vibrations. Moreover, any number of dampers150may be employed, for instance one, three, four or more. The dampers150further allow precise positioning of the PCB140. The external connector130, shown inFIG.1, may be used for supplying power to the electric pins142and hence to the PCB140and to the LED141connected to the PCB140. The external connector130may have a receptacle having width dimensions comprised between 0.5 mm and 1 mm and depth dimensions comprised between 0.4 mm and 1 mm. For example, a NanoMQS connector with a two positioning terminal may be employed. The advantage of using small connectors, for instance NanoMQS connectors, to supply power to the circuit carrier140and the illumination source is that they can be adapted to supply power to an electric system having small dimensions. The insertion of the power supply connector130into the vertical insertion pipe111of the spotlight modular assembly100is schematically represented inFIG.3. In an embodiment, a first end of the power supply connector130may be connected to the electric pins142of the PCB140and a second end of the power supply connector130may be connected to a cable, which, in turn, is connected to a control system for charging and operating the spotlight modular assembly100. For example, the control system may be the control unit of an electric vehicle or a smart unit. The advantage of this configuration is that a smart electronic unit connected to the electric vehicle can be used to control the spotlight modular assembly100and to regulate the illumination of the charging inlet200, while also regulating the charging status and the charging type of the charging inlet200. The user can operate the smart electronic unit for example by locking devices of push buttons. In an embodiment, power is supplied to the smart electronic unit by the electric vehicle to which the smart electronic unit is connected. FIG.4shows a charging system1000for an electric vehicle comprising a spotlight modular assembly100and a charging inlet200of the power-receiving unit of an electric vehicle, according to an embodiment. According to a further embodiment of the present invention, an electric vehicle comprising a system1000as the one described herein is provided. This configuration may be compared with a typical charging system employed in an electric vehicle according to prior art, which is represented inFIG.5. As shown inFIG.4, an external frame220of the charging inlet200of the electric vehicle is provided with an illumination slit210. The illumination slit210allows the light coming from the spotlight modular assembly100to reach the charging inlet200. In this way, the insertion of the charging plug into the charging inlet200in conditions in which the external environment is dark is facilitated. For example, the charging inlet200may be placed on a power-supplying connector or on a power-receiving connector of an electric vehicle and the spotlight modular assembly100may be used to provide illumination during the nighttime. The size and the shape of the illumination slit210may be adjusted according to the size and the shape of the second frame120of the spotlight modular assembly100, in order to maximize the amount of light emitted by the LED illumination source and coming out from the spotlight modular assembly100that can be directed towards the charging inlet200. In an embodiment, the illumination slit210is placed on the upper part of the external frame220and the spotlight modular assembly100is mounted on the upper part of the external frame220, so that its weight is supported by the external frame220. Moreover, the protruding element121of the second frame120may be used for wedging the second frame120into the illumination slit210of the charging inlet200and to prevent reciprocal movements of the two elements during operation. For example, the protruding element121and the second frame120may have a rectangular section to facilitate insertion of the components; the protruding element121has the same shape as the illumination slit210. In an embodiment in which the second frame120has a transparent window, the one or more transparent windows are put in contact with one or more corresponding slits210formed on the external frame220of the charging inlet200, so that the light emitted by the illumination source can shine through the spotlight modular assembly100and can illuminate the charging inlet200. The window of transparent material of the second frame120and the illumination slit210are aligned so that each ray of light passing through the window of the second frame120also passes through the illumination slit210of the charging inlet200, in order to assure better illumination. For example, the protruding element121can be made of the transparent material. To the contrary, in standard configurations according to prior art, the PCB comprising the LED is placed on the rear part of the charging inlet200′. For instance, in the configuration ofFIG.5, the PCB140′ is placed on the top, back part of the charging inlet200′. In this case, a light guide material160′ needs to be employed to direct the light emitted by the LED on the PCB140′ towards the front part of the charging inlet200′, in order to illuminate it. Therefore, production costs are increased due to the introduction of the light guide material160′. Further, it is necessary that the illumination system comprising the PCB140′ and the light guide material160′ is integrally formed with the charging inlet200′ of the charging unit, thus making it difficult to remove and replace the components in case of failure or for normal maintenance. Moreover, the illumination systems known in the state of the art cannot be adapted to the customer's specific requests, because they are designed to be adapted to the existing configuration of the charging inlet. The spotlight modular assembly100according to the present invention may be instead specifically designed for meeting the customer requests thanks to the ease of assembling and of handling the different components. The spotlight modular assembly100is assembled by inserting the PCB140connected to the LED141into the second frame120and by inserting the dampers150into the corresponding receptacles113of the first frame110. Once the first frame110is laser welded to the second frame120, the spotlight modular assembly100is ready for being attached to the charging inlet200of the electric vehicle, as shown inFIG.4. As shown inFIG.4, the second frame120is fixed to the charging inlet200by inserting the protruding element121into the corresponding slit210of the external frame220of the charging inlet200. The first frame110is further removably fixed to the external frame220of the charging inlet200by locking devices of the locking devices112: the user must press the flat portion112bof each locking device112to allow the hooking portions112ato be locked to the corresponding coupling locking devices of the charging inlet200. In this way, also the second frame120, which is placed between the first frame110and the external frame220and is in contact with the external frame220, is advantageously stabilized by the locking devices112of the first frame110. In fact, the second frame120is pressed by the first frame110onto the external frame220. In this way, even a more secure holding is assured. Although it is illustrated in the embodimentFIG.4that the spotlight modular assembly100is placed on the upper part of the charging inlet200, it is clear that it can be placed in any part of the charging inlet200, provided that a slit is formed on that part of the charging inlet200, in order to allow the light coming from the spotlight modular assembly100to reach the charging inlet200. For instance, the spotlight modular assembly100may be placed on any of the sides of the charging inlet200or even on the bottom of the charging inlet200, according to specific customer requests. The directions recited here are defined by the gravity force and the “upper part” and the “lower part” of the frame220are defined according to the direction of the gravity force: an object subjected to the gravity force would naturally fall from the “upper part” of the frame towards the “lower part” of the frame220. The “upper part of the external frame of the charging inlet” indicates the part of the charging inlet200directed toward the roof of the car and the “lower part of the external frame of the charging inlet” indicates the part of the charging inlet200directed towards the wheels of the car. In the instance of failure of a component of the spotlight modular assembly100, the entire system100can be easily removed and substituted. In this way, there is no need to remove and replace the whole charging inlet200because of a failure of a single component in the spotlight modular assembly100, which occurs in illumination systems200′ according to prior art. The spotlight modular assembly100can be easily assembled and built on a pre-existing charging inlet200without need to adapt it and whose components can be easily removed and replaced in case of failure. The spotlight modular assembly100according to the present invention can be controlled directly by the electric vehicle or it can be controlled by a smart unit provided in the electric vehicle. In this way, once the PCB receives the corresponding signal from the vehicle or from the smart unit, the LED is induced to emit light to illuminate the charging inlet200. Light can be thus easily seen by the user from the outside. This configuration is advantageous because the spotlight modular assembly100can be automatically controlled by the body computer of the vehicle that gives the input when the external flap of the vehicle is opened by a user. While the invention has been described with respect to physical embodiments constructed in accordance therewith, it will be apparent to those skilled in the art that various modifications, variations and improvements of the present invention may be made in the light of the above teachings and within the purpose of the appended claims without departing from the spirit and intended scope of the invention. For example, even if it is shown inFIG.4that the spotlight modular assembly100is placed on the charging inlet200of the power-receiving unit of an electric vehicle, it is clear that the spotlight modular assembly100may alternatively be placed on the charging inlet200of the power-supplying unit of a charging station. In addition, those areas in which it is believed that those of ordinary skill in the art are familiar have not been described herein in order not to unnecessarily obscure the invention described. Accordingly, it must be understood that the invention is not to be limited by the specific illustrative embodiments, but only by the scope of the appended claims. According to a further embodiment of the present invention, a method for implementing a charging system1000as the ones described above in an electric vehicle is provided, wherein the method comprises the following steps: orienting the spotlight modular assembly100so that the second frame120is put in contact with the illumination slit210; locking the spotlight modular assembly100to the external frame220of the charging inlet200with the locking devices112; reversibly or removably connecting an electric connector130to the spotlight modular assembly100in order to supply power to the illumination source141electrically connected to the circuit carrier140; and connecting said electric connector130also to a control unit. | 17,987 |
11858410 | DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments (hereinafter, simply referred to as “the embodiments”) of the present disclosure will be described with reference to the drawings. For convenience of explanation, description of a member having the same reference numerals as those of a member already described in the description of the embodiment will be omitted. In addition, dimensions of each member illustrated in the drawing may differ from actual dimensions of each member for convenience of explanation. Further, in the description of the embodiment, for convenience of explanation, “left-right direction, “front-rear direction”, and “up-down direction” may be appropriately referred to. These directions are relative directions set for a vehicle1illustrated inFIG.1. Here, the “front-rear direction” is a direction including a “forward direction” and a “rear direction”. The “left-right direction” is a direction including a “left direction” and a “right direction”. The “up-down direction” is a direction including an “upward direction” and a “downward direction”. Although the up-down direction is not illustrated inFIG.1, the up-down direction is a direction perpendicular to the front-rear direction and the left-right direction. First, the vehicle1and a vehicle system2according to the embodiment will be described with reference toFIGS.1and2.FIG.1is a schematic view illustrating a top view of the vehicle1including the vehicle system2.FIG.2is a block diagram illustrating the vehicle system2. As illustrated inFIG.1, the vehicle1is a vehicle (automobile) capable of traveling in an automatic driving mode. The vehicle1includes the vehicle system2, a front left lamp7a, a front right lamp7b, a rear left lamp7c, and a rear right lamp7d. In the embodiment, the vehicle1is described as a four-wheel automobile, but the vehicle1may be a motorcycle or a tricycle. As illustrated inFIGS.1and2, the vehicle system2includes at least a vehicle control unit3, a front left sensing system4a(hereinafter, simply referred to as “sensing system4a”), a front right sensing system4b(hereinafter, simply referred to as “sensing system4b”), a rear left sensing system4c(hereinafter, simply referred to as “sensing system4c”), and a rear right sensing system4d(hereinafter, simply referred to as “sensing system4d”). Further, the vehicle system2includes a sensor5, a Human Machine Interface (HMI)8, a Global Positioning System (GPS)9, a wireless communication unit10, and a storage device11. Further, the vehicle system2includes a steering actuator12, a steering device13, a brake actuator14, a brake device15, an accelerator actuator16, and an accelerator device17. The vehicle control unit3is configured to control the traveling of the vehicle1. The vehicle control unit3is composed of, for example, at least one Electronic Control Unit (ECU). The electronic control unit includes a computer system (for example, System on a Chip (SoC) or the like) including one or more processors and one or more memories and an electronic circuit composed of active elements such as transistors and passive elements. The processor includes, for example, at least one of a Central Processing Unit (CPU), a Micro Processing Unit (MPU), a Graphics Processing Unit (GPU), and a Tensor Processing Unit (TPU). The CPU may be composed of a plurality of CPU cores. The GPU may be composed of a plurality of GPU cores. The memory includes a Read Only Memory (ROM) and a Random Access Memory (RAM). A vehicle control program may be stored in the ROM. For example, the vehicle control program may include an artificial intelligence (AI) program for autonomous driving. An AI program is a program (trained model) constructed by supervised or unsupervised machine learning (particularly deep learning) using a multi-layer neural network. The RAM may temporarily store a vehicle control program, vehicle control data, and/or surrounding environment information indicating surrounding environment of the vehicle. The processor may be configured to expand a program specified from various vehicle control programs stored in the ROM on the RAM and execute various processes in cooperation with the RAM. Further, the computer system may be configured by a non-von Neumann type computer such as an Application Specific Integrated Circuit (ASIC) or a Field-Programmable Gate Array (FPGA). Further, the computer system may be composed of a combination of a von Neumann type computer and a non-von Neumann type computer. Each of the sensing systems4ato4dis configured to detect the surrounding environment of the vehicle1. In the description of the embodiment, it is assumed that each of the sensing systems4ato4dincludes the same component. Therefore, in the following, the sensing system4awill be described with reference toFIG.3.FIG.3is a block diagram illustrating the sensing system4a. As illustrated inFIG.3, the sensing system4aincludes a control unit40a, a lighting unit42a, a camera43a, a Light Detection and Ranging (LiDAR) unit44a, and a millimeter-wave radar45a. The control unit40a, the lighting unit42a, the camera43a, the LiDAR unit44a, and the millimeter-wave radar45aare disposed in a space Sa formed by a housing24aof the front left lamp7aand a translucent outer cover22aillustrated inFIG.1. The outer cover22ais configured to cover an opening of the housing24a. The control unit40amay be disposed at a predetermined position of the vehicle1other than the space Sa. For example, the control unit40amay be integrally configured with the vehicle control unit3. The control unit40ais configured to control operations of the lighting unit42a, the camera43a, the LiDAR unit44a, and the millimeter-wave radar45arespectively. In this respect, the control unit40afunctions as a lighting unit control unit420a, a camera control unit430a, a LiDAR unit control unit440a, and a millimeter-wave radar control unit450a. The control unit40ais composed of at least one electronic control unit (ECU). The electronic control unit includes a computer system (for example, SoC and the like) including one or more processors and one or more memories, and an electronic circuit composed of active elements such as transistors and passive elements. The processor includes at least one of a CPU, an MPU, a GPU, and a TPU. The memory includes a ROM and a RAM. Further, the computer system may be composed of a non-von Neumann type computer such as an ASIC or an FPGA. The lighting unit42ais configured to form a light distribution pattern by emitting light toward the outside (front) of the vehicle1. The lighting unit42ahas a light source which emits light and an optical system. The light source may be composed of, for example, a plurality of light emitting elements arranged in a matrix (for example, N rows×M columns, N>1, M>1). The light emitting element is, for example, a Light Emitting Diode (LED), a Laser Diode (LD), or an organic EL element. The optical system may include at least one of a reflector configured to reflect the light emitted from the light source toward the front of the lighting unit42a, and a lens configured to refract the light emitted directly from the light source or the light reflected by the reflector. The lighting unit control unit420ais configured to control the lighting unit42aso that the lighting unit42aemits a predetermined light distribution pattern toward the front area of the vehicle1. For example, the lighting unit control unit420amay change the light distribution pattern emitted from the lighting unit42aaccording to a driving mode of the vehicle1. The camera43ais configured to detect the surrounding environment of the vehicle1. In particular, the camera43ais configured to acquire image data indicating the surrounding environment of the vehicle1and then transmit the image data to the camera control unit430a. The camera control unit430amay specify the surrounding environment information based on the transmitted image data. Here, the surrounding environment information may include information on an object existing outside the vehicle1. For example, the surrounding environment information may include information on attributes of the object existing outside the vehicle1, and information on the distance, direction, and/or position of the object with respect to the vehicle1. The camera43aincludes, for example, an imaging element such as a Charge-Coupled Device (CCD) or a Complementary Metal Oxide Semiconductor (CMOS). The LiDAR unit44ais configured to detect the surrounding environment of the vehicle1. In particular, the LiDAR unit44ais configured to acquire point cloud data indicating the surrounding environment of the vehicle1and then transmit the point cloud data to the LiDAR unit control unit440a. The LiDAR unit control unit440amay specify the surrounding environment information based on the transmitted point cloud data. More specifically, the LiDAR unit44aacquires information on a flight time (TOF: Time of Flight) ΔT1 of a laser beam (optical pulse) at each emission angle (horizontal angle θ, vertical angle ϕ) of the laser beam. The LiDAR unit44acan acquire information on a distance D between the LiDAR unit44aand an object existing outside the vehicle1at each emission angle based on the information on the flight time ΔT1 at each emission angle. The millimeter-wave radar45ais configured to detect radar data indicating the surrounding environment of the vehicle1. In particular, the millimeter-wave radar45ais configured to acquire radar data and then transmit the radar data to the millimeter-wave radar control unit450a. The millimeter-wave radar control unit450ais configured to acquire surrounding environment information based on the radar data. The surrounding environment information may include information on an object existing outside the vehicle1. The surrounding environment information may include, for example, information on the position and direction of the object with respect to the vehicle1and information on a relative velocity of the object with respect to the vehicle1. For example, the millimeter-wave radar45acan acquire the distance and direction between the millimeter-wave radar45aand an object existing outside the vehicle1by a pulse modulation method, a Frequency Modulated-Continuous Wave (FMCW) method, or a dual frequency CW method. When using the pulse modulation method, after acquiring information on a millimeter-wave flight time ΔT2, the millimeter-wave radar45acan acquire information on the distance D between the millimeter-wave radar45aand an object existing outside the vehicle1based on information on the flight time ΔT2. Also, the millimeter-wave radar45acan acquire information on the direction of the object with respect to the vehicle1based on a phase difference between a phase of a millimeter wave (received wave) received by one receiving antenna and a phase of a millimeter wave (received wave) received by the other receiving antenna adjacent to one receiving antenna. Further, the millimeter-wave radar45acan acquire information on a relative velocity V of the object with respect to the millimeter-wave radar45abased on a frequency f0 of a transmitted wave radiated from a transmitting antenna and a frequency f1 of a received wave received by a receiving antenna. Further, each of the sensing systems4bto4dis similarly provided with a control unit, a lighting unit, a camera, a LiDAR unit, and a millimeter-wave radar. In particular, these devices of the sensing system4bare disposed in a space Sb formed by a housing24bof the front right lamp7band a translucent outer cover22billustrated inFIG.1. These devices of the sensing system4care disposed in a space Sc formed by a housing24cof the rear left lamp7cand a translucent outer cover22c. These devices of the sensing system4dare disposed in a space Sd formed by a housing24dof the rear right lamp7dand a translucent outer cover22d. Returning toFIG.2, the sensor5may include an acceleration sensor, a velocity sensor, a gyro sensor, and the like. The sensor5is configured to detect the traveling state of the vehicle1and output traveling state information indicating the traveling state of the vehicle1to the vehicle control unit3. Further, the sensor5may have an outside air temperature sensor which detects an outside air temperature outside the vehicle1. The HMI8includes an input unit which receives an input operation from a driver and an output unit which outputs traveling information and the like to the driver. The input unit includes a steering wheel, an accelerator pedal, a brake pedal, a driving mode changeover switch for switching a driving mode of the vehicle1, and the like. The output unit is a display (for example, Head Up Display (HUD) or the like) which displays various traveling information. The GPS9is configured to acquire current position information of the vehicle1and output the acquired current position information to the vehicle control unit3. The wireless communication unit10is configured to receive information about another vehicle around the vehicle1from another vehicle and transmit information about the vehicle1to another vehicle (vehicle-to-vehicle communication). Further, the wireless communication unit10is configured to receive infrastructure information from infrastructure equipment such as traffic lights and indicator lights, and to transmit the traveling information of the vehicle1to the infrastructure equipment (road-to-vehicle communication). Further, the wireless communication unit10is configured to receive information about a pedestrian from a portable electronic device (smartphones, tablets, wearable devices, and the like) carried by the pedestrian, and to transmit the own vehicle traveling information of the vehicle1to the portable electronic device (pedestrian-to-vehicle communication). The vehicle1may directly communicate with another vehicle, infrastructure equipment, or a portable electronic device in an ad hoc mode, or may communicate via a communication network such as the Internet. The storage device11is an external storage device such as a hard disk drive (HDD) or a Solid State Drive (SSD). The storage device11may store two-dimensional or three-dimensional map information and/or a vehicle control program. For example, the three-dimensional map information may be composed of 3D mapping data (point cloud data). The storage device11is configured to output map information and a vehicle control program to the vehicle control unit3in response to a request from the vehicle control unit3. The map information and the vehicle control program may be updated via the wireless communication unit10and the communication network. When the vehicle1travels in an automatic driving mode, the vehicle control unit3automatically generates at least one of a steering control signal, an accelerator control signal, and a brake control signal based on traveling state information, surrounding environment information, current position information, map information, and the like. The steering actuator12is configured to receive a steering control signal from the vehicle control unit3and control the steering device13based on the received steering control signal. The brake actuator14is configured to receive a brake control signal from the vehicle control unit3and control the brake device15based on the received brake control signal. The accelerator actuator16is configured to receive an accelerator control signal from the vehicle control unit3and control the accelerator device17based on the received accelerator control signal. In this way, the vehicle control unit3automatically controls the traveling of the vehicle1based on the traveling state information, the surrounding environment information, the current position information, the map information, and the like. That is, in the automatic driving mode, the traveling of the vehicle1is automatically controlled by the vehicle system2. On the other hand, when the vehicle1travels in a manual driving mode, the vehicle control unit3generates a steering control signal, an accelerator control signal, and a brake control signal according to a manual operation of the driver with respect to the accelerator pedal, the brake pedal, and the steering wheel. As described above, in the manual driving mode, the steering control signal, the accelerator control signal, and the brake control signal are generated by the manual operation of the driver, so that the traveling of the vehicle1is controlled by the driver. (Vehicular Lamp with Corner Cube Reflector) Next, with reference toFIG.4, the front left lamp7aon which a corner cube reflector25a(hereinafter, may be simply referred to as “reflector25a”) is mounted will be described below.FIG.4is a cross-sectional view schematically illustrating the front left lamp7aaccording to the embodiment. In the embodiment, only the front left lamp7awill be described, but one or more corner cube reflectors are mounted on the front right lamp7b, the rear left lamp7c, and the rear right lamp7das well. Further, inFIG.4, a lateral cross-sectional view of the reflector25ais illustrated. As illustrated inFIG.4, the lighting unit42a, the camera43a, the LiDAR unit44a, and the millimeter-wave radar45aare mounted in the space Sa formed by the housing24aand the outer cover22a. The mounting position of these devices is not particularly limited and the mounting position illustrated inFIG.4is merely an example. Further, a plurality of corner cube reflectors25aare disposed outside the space Sa so as to face the housing24a. The reflector25ais configured to increase a radar radio wave reflectance. In particular, as illustrated inFIG.7, the reflector25ais configured to increase reflectance for a millimeter-wave radar (radio wave) radiated from another vehicle1b. The reflector25ais made of, for example, a metal member. Further, as illustrated inFIG.6, the reflector25amay be configured as a triangular pyramid having a side length of L. In this case, a radar reflection cross-sectional area (RCS) of the reflector25acan be calculated by the following equation (1). RCS=πL4/3λ2(1) Here, λ is a wavelength of the radio wave incident on the reflector25a. For example, when the frequency of the millimeter wave incident on the reflector25ais 76.5 GHz, the wavelength λ is about 3.9 mm. In this case, the RCS is 10 m2when L=0.11 m. According to the embodiment, since the reflector25ais mounted on the front left lamp7a, it is possible to provide the front left lamp7acapable of increasing the reflectance of radar radio waves radiated from another vehicle. In particular, it is possible to improve the RCS of the front left lamp7aby the reflector25a. Therefore, as illustrated inFIG.7, the vehicle1is easily detected by the millimeter-wave radar of another vehicle1b. In this way, since the vehicle1is easily detected by another vehicle around the vehicle1, it is possible to suitably prevent a situation in which another vehicle cannot detect the vehicle1. In the embodiment, as an example, three reflectors25aare mounted on the front left lamp7a, but the number of reflectors25amounted on the front left lamp7ais not particularly limited. For example, one reflector25amay be mounted on the front left lamp7a. Further, a plurality of reflectors25amay be arranged in a predetermined direction. Next, a front left lamp70aaccording to a modification example will be described below with reference toFIG.5.FIG.5is a cross-sectional view schematically illustrating the front left lamp70aaccording to the modification example. The front left lamp70ais mainly different from the front left lamp7aillustrated inFIG.4in the mounting position of the reflector25a. As illustrated inFIG.5, the plurality of reflectors25aare disposed in the space Sa so as to face the housing24aand the outer cover22a. In this way, since the reflector25ais disposed in the space Sa, it is possible to suppress an increase in an outer size of the front left lamp7a. In the embodiment and the modification example, the reflector25ais described as an example of a member configured to increase the radar radio wave reflectance from another vehicle, but the member is not limited to the reflector25a. For example, a flat metal member may be mounted on the front left lamp7ainstead of the reflector25a. Even in this case, the RCS of the front left lamp7acan be improved. Further, a part of an optical member disposed in the space Sa may be configured as a corner cube reflector. Further, a part of the outer cover22aand/or the housing24amay be configured as a corner cube reflector. (Another Example of Vehicular Lamp to Increase Radar Radio Wave Reflectance) Next, another example of a vehicular lamp (particularly, the front left lamp7a) for increasing the radar radio wave reflectance will be described below with reference toFIG.8A.FIG.8Ais a cross-sectional view illustrating a part of the housing24a. In this example, instead of mounting the reflector25afor increasing the radar radio wave reflectance on the front left lamp7a, a thickness of the housing24ais set to a thickness D1defined in the following equation (2). D1=¼×λ/εr1/2×(2n+1) (2) Here, λ is the wavelength of the radar radio wave incident on the housing24a, εr1is relative permittivity of the housing24a, andnis an integer of zero or more. As described above, since the thickness of the housing24ais set to the thickness D1defined in equation (2) described above, as illustrated inFIG.8A, a reflected radio wave A1reflected by a first surface242aof the housing24aand a reflected radio wave A2reflected by a second surface243alocated on an opposite side of the first surface242aof the housing24astrengthen each other. Specifically, since a phase difference Δθ between the reflected radio wave A1and the reflected radio wave A2is 2π×m (m is an integer of zero or more), the reflected radio wave A1and the reflected radio wave A2strengthen each other. In this way, the housing24acan increase the reflectance for the radar radio wave radiated from another vehicle. For example, when the wavelength λ of the radar radio wave is 3.92 mm (frequency f=76.5 GHz) and the relative permittivity εrof the housing24ais 2.7, the thickness of the housing24ais preferably set to 0.599 mm×(2n+1). Next, another second example of a vehicular lamp (particularly, the front left lamp7a) for increasing the radar radio wave reflectance will be described below with reference toFIG.8B.FIG.8Bis a cross-sectional view illustrating a part of the outer cover22a. Similarly in this example, instead of mounting the reflector25afor increasing the radar radio wave reflectance on the front left lamp7a, the thickness of the outer cover22ais set to a thickness D2defined in the following equation (3). D2=¼×λ/εr21/2×(2n+1) (3) Here, λ is the wavelength of the radar radio wave incident on the outer cover22a, εr2is the relative permittivity of the outer cover22a, andnis an integer of zero or more. As described above, since the thickness of the outer cover22ais set to the thickness D2defined in equation (3) described above, as illustrated inFIG.8B, a reflected radio wave A3reflected by a first surface222aof the outer cover22aand a reflected radio wave A4reflected by a second surface223alocated on an opposite side of the first surface222aof the outer cover22astrengthen each other. Specifically, since a phase difference Δθ between the reflected radio wave A3and the reflected radio wave A4is 2π×m (m is an integer of zero or more), the reflected radio wave A3and the reflected radio wave A4strengthen each other. In this way, the outer cover22acan increase the reflectance for the radar radio wave radiated from another vehicle. For example, when the wavelength λ of the radar radio wave is 3.92 mm (frequency f=76.5 GHz) and the relative permittivity εr2of the outer cover22ais 2.7, the thickness of the outer cover22ais preferably set to 0.599 mm×(2n+1). In the embodiment, the thickness of the housing24amay be set to the thickness D1defined in equation (2), and the thickness of the outer cover22amay be set to the thickness D2defined in equation (3). In this case, since both the housing24aand the outer cover22aare configured to increase the radar radio wave reflectance, the overall radar radio wave reflectance of the front left lamp7acan be further increased. Further, the thickness of either the housing24aor the outer cover22amay be set to the thickness defined in equation (2) or equation (3). Even in this case, the overall radar radio wave reflectance of the front left lamp7acan be increased. Further, the reflector25amay be provided on the front left lamp7aand the thickness of at least one of the housing24aand the outer cover22amay be set to the thickness D defined in the following equation (4). D=¼×λ/εr1/2×(2n+1) (4) Here, λ is the wavelength of the radar radio wave incident on the housing24a, εris the relative permittivity of at least one of the housing24aand the outer cover22a, andnis an integer of zero or more. Although the embodiments of the invention are described above, it goes without saying that the technical scope of the invention should not be construed as being limited by the description of the embodiments. It will be appreciated by those skilled in the art that the embodiment is merely an example and that various embodiments can be modified within the scope of the invention described in the claims. The technical scope of the invention should be determined based on the scope of the invention described in the claims and the equivalent scope thereof. This application appropriately incorporates the contents disclosed in the Japanese patent application (Japanese Patent Application No. 2019-042663) filed on Mar. 8, 2019. REFERENCE SIGNS LIST 1: vehicle2: vehicle system3: vehicle control unit4a: front left sensing system4b: front right sensing system4c: rear left sensing system4d: rear right sensing system5: sensor7a,70a: front left lamp7b: front right lamp7c: rear left lamp7d: rear right lamp10: wireless communication unit11: storage device12: steering actuator13: steering device14: brake actuator15: brake device16: accelerator actuator17: accelerator device22a,22b,22c,22d: outer cover24a,24b,24c,24d: housing25a: corner cube reflector (reflector)40a: control unit42a: lighting unit43a: camera44a: LiDAR unit45a: millimeter-wave radar420a: lighting unit control unit430a: camera control unit440a: LiDAR unit control unit450a: millimeter-wave radar control unit | 26,483 |
11858411 | DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings and the illustrative embodiments depicted therein, a rear slider window assembly10of a vehicle12(such as a pickup truck or the like) includes a window frame14, a fixed window panel16having an aperture18that separates side window portions and a movable window panel20that is movable relative to the window frame14and the fixed window panel16between an opened position and a closed position (FIGS.1-3). The window assembly10includes a lighting system having a lighting device22disposed within the glass window panel16and above and along a center region of an upper rail of the frame14. The lighting device22, when activated, emits light that is viewable through the window panel16. The lighting device22may comprise a center high mounted stop lamp (CHMSL) for the vehicle whereby the lighting system may actuate the lighting device22as part of a brake light system of the vehicle12, or the lighting device22may comprise a plurality of white light emitting lights whereby the lighting system may actuate the lighting device22as part of a truck bed illumination system, or the lighting device22may comprise a plurality of white light emitting lights whereby the lighting system may actuate the lighting device as part of an interior cabin illumination system or the like, as discussed below. Thus, the lighting device22, when activated, may emit light visible through the window panel16and viewable at the exterior of the vehicle and/or at the interior of the vehicle. Optionally, the emitted light may illuminate an exterior portion of the vehicle and/or an interior portion of the cabin of the vehicle. The lighting device is disposed within the glass panel16and laminated between an inner glass panel16aand an outer glass panel16b(FIG.4A), which are laminated together to form the window panel16. The lighting device22, when energized, emits light that passes through the outer glass panel16b, such as through a darkened portion of the panel or through apertures or windows formed through a darkened portion of the panel or the like, as also discussed below. In a similar manner, and as discussed further below, the lighting device22, when energized, may emit light that passes through the inner glass panel16a. The lighting device and window assembly may utilize aspects of the lighting devices and window assemblies described in U.S. Pat. Nos. 10,668,868 and/or 9,896,026, which are hereby incorporated herein by reference in their entireties. In the illustrated embodiment, the window assembly10comprises a hole-in-glass window configuration, where a single fixed glass panel16has an aperture or hole or opening18established therethrough to define separate spaced apart fixed window panels or panel portions, such as in a similar manner as the window assemblies described in U.S. Pat. No. 8,881,458, which is hereby incorporated herein by reference in its entirety. Optionally, the window assembly may include two fixed window panels that are spaced apart so as to define an opening18therebetween. The fixed window panels may comprise two separate spaced apart fixed window panels that define the opening18therebetween (and with upper and lower appliqués or trim or filler panels or elements disposed at the upper and lower regions of the opening18and between the fixed window panels, and optionally with the lighting device22disposed within or laminated within the upper appliqué or the like). The frame14comprises an upper rail and a lower rail, with the upper and lower edge regions of movable window panel20movably or slidably received in and along the respective upper and lower rails. The slider or movable window panel20is movable along the lower rail and upper rail of the frame portion14to open and close the aperture or opening18, such as in a manner similar to known slider window assemblies. The slider window panel20may be disposed at a lower carrier, which may receive the lower perimeter edge region of the slider window panel20therein and may be slidably or movably received in the channel portion of the lower rail of the frame portion14. The upper rail may comprise any suitable channel or rail element configured to slidably receive an upper edge portion of the movable window panel20, and the upper rail may comprise a unitarily formed upper rail or channel. As shown inFIGS.2-5, the lighting device22comprises a plurality of individual light sources22a(FIG.5), such as light emitting diodes (LEDs), such as micro-LEDs, or such as organic light emitting diodes (OLEDs), or such as electro-luminescent light sources, or the like, arranged in a two dimensional array of rows and columns at an upper center region of the fixed window panel (such as above the opening or aperture18through the window panel16). As shown inFIG.4A, the laminated window panel16comprises the inner glass panel16aand the outer glass panel16b, with respective interlayers of polyvinyl butyral (PVB)17a,17bdisposed at the inner opposing surfaces of the glass panels16a,16b, and with a central layer17cdisposed between the interlayers17a,17b. As can be seen with reference toFIGS.4A and5, the individual light sources22amay be arranged on a sheet22b(such as a thin flexible circuit element or tape) that is disposed at or attached or adhered at the PVB layer17aat the surface of the inner glass panel16a, with the individual light sources22adisposed between the panels16a,16b(and with the interlayer17cconforming to the lighting device22between the interlayers17a,17b) so that light emitted by the light sources22apasses through the outer glass panel16band/or inner glass panel16a. The lighting device may be disposed at an upper central region of the window panel16, and may be at a location where one of the glass panels16a,16bhas a non-light-transmitting layer (such as a ceramic frit layer or the like) established at a surface thereof. The lighting device22includes an electrical lead or wire or conductive trace that extends between the adjacent PVB layers and laminated glass panels and extends from the window assembly10for electrical connection to a vehicle wire harness when the window assembly10is installed at a vehicle12. For example, the surface of the inner glass panel16amay have electrically conductive traces established thereat, whereby electrical connection of the lighting device22to the electrically conductive traces is made when the lighting device22is disposed at the glass panel, with the electrically conductive traces extending along the glass panel to a perimeter region of the window panel16for electrical connection to a vehicle wire harness or the like. The lighting device may utilize aspects of the lighting devices described in U.S. Pat. Nos. 10,559,153 and/or 10,427,503, and/or U.S. patent application Ser. No. 17/249,879, filed Mar. 17, 2021, which are hereby incorporated herein by reference in their entireties. The lighting device22is integrated in the window panel16, such that the window panel16(with lighting device integrated therein) is installed at the vehicle as a unit, whereby the lighting device22is electrically connected to a vehicle wire harness or the like for power and control (such as by an electronic control module or the like of the vehicle at which the window assembly is installed). When the lighting device22is not activated, the lighting device22is covert and not readily discernible at the window panel16(due to the tint or darkening of the window panel (such as due to tinting of one or more of the PVB layers or due to a non-light transmitting layer) or due to a transparent characteristic of the lighting element itself when it is not energized). Optionally, one or more of the PVB interlayers may be tinted or darkened (e.g., to provide a tinted window) except at the location where the light sources are disposed, with that portion of the PVB interlayer or interlayers (where the light sources are disposed) comprising a transparent or clear or lightly tinted or translucent interlayer so that light emitted by the light sources22apasses through the interlayer and is viewable by a person viewing the rear window assembly. By avoiding use of a darkened or tinted material at the light sources22a, reduced power light sources may be used since they do not have to emit light through a darkened or tinted panel or layer. Optionally, when the lighting device22is configured to emit light exterior the vehicle, the inner PVB interlayer may be tinted and the outer PVB interlayer may be transparent such that the window is tinted or darkened and light emitted by the light sources22aaof the lighting device22passes through the non-tinted outer PVB interlayer (while the tinted inner PVB interlayer assists in concealing or rendering covert the lighting device when it is not electrically powered). In a similar manner, when the lighting device22is configured to emit light interior the vehicle, the inner PVB layer may be transparent and the outer PVB layer may be tinted. In the illustrated embodiment, the lighting device22is disposed within the fixed panel16and above and partially along the upper rail. The lighting device22, when actuated or energized, emits light through the outer window panel16bso as to be viewable to a person viewing the vehicle from behind the vehicle. The light sources22amay emit sufficient light so as to be viewable through an opaque or semi-opaque layer at the window panel16or the light sources22amay be disposed at and generally aligned with apertures through the opaque or semi-opaque layer at the window panel16, such that the light emitted by the light sources22aof the lighting device22passes through the outer glass panel16bof the fixed window panel16so as to be readily viewable by a person viewing the exterior of the window assembly10from exterior and rearward of the vehicle. In the illustrated embodiment, the lighting device22comprises an array of individual light sources22a(such as a plurality of LEDs or OLEDs or electro-luminescent light sources or the like) arranged along the strip or circuit element22bthat extends along and above the aperture18of the fixed panel16. The lighting device22may comprise an ultra-thin device having a plurality of micro-LEDs arranged to provide the desired lighting pattern. For example, the light sources22amay comprise red light-emitting LEDs (or the light sources may be white light-emitting LEDs and the outer glass panel may be red colored so as to provide red illumination) such that the lighting device22comprises a CHMSL and is actuated with the brake lights of the vehicle. The lighting device22may be electrically connected to a wiring harness of the vehicle12and/or circuitry of the vehicle12(such as brake light wiring or circuitry and/or such as a user input and a power source and/or the like) via any suitable means. For example, the lighting device22may electrically connect to a connector and electrically conductive trace established at the inner surface of the fixed window panel16, whereby a wiring harness or wire of the vehicle may electrically connect to the connector at the window panel16. Optionally, the lighting device22may electrically connect to a conductive trace or busbar that extends along the fixed window panel16to a connector at a side or lower region of the window assembly10, whereby a wiring harness may connect to the connector and to connectors for a heater grid24of the window assembly10at a common connecting area of the window assembly10. Optionally, the lighting device22may include a wire or lead that extends from the device and may be routed along or behind the upper rail for electrical connection to a wiring harness or wire of the vehicle12. Optionally, the lighting device22may provide both a brake light function and a truck bed illumination function. For example, the lighting device22may include a plurality of red light-emitting LEDs or the like at a center region of the window assembly10and a plurality of white light-emitting LEDs or the like, such as at the center region of the window assembly and outboard of the red light-emitting LEDs or in another suitable position along the perimeter of the fixed window panel16, to provide truck bed illumination. In the illustrated embodiment, the lighting device22disposed at the center region may comprise a plurality of red light-emitting LEDs and additional lighting devices23at the upper corner or side regions of the window assembly10along or at or near the perimeter of the window panel16may comprise white light-emitting LEDs to provide the truck bed lighting function. The lighting device22thus may have the center or red lights electrically connected to the brake light circuitry and the side lighting device23provides side or white lights electrically connected to a user input in the cabin of the vehicle or at the window assembly, whereby actuation of the user input actuates the side lighting device23for illuminating the truck bed (with the side lights directing illumination rearward of the cab of the vehicle and preferably downward so as to illuminate the truck bed). Optionally, the lighting devices23may provide a turn signal indicator function, such as by emitting light responsive to actuation of a turn signal of the vehicle12. The lighting device23may otherwise be substantially similar to the lighting device22, discussed above, such that a detailed discussion of the lighting devices need not be repeated herein. Optionally, although shown and described as having light sources that emit light through the outer glass panel16band thus in a rearward direction with respect to the vehicle, the window assembly10may have an integrated lighting device that includes light sources that are directed forwardly and through the inner glass panel16aand towards and into the interior cabin of the vehicle12. For example, the lighting device22may include light sources (e.g., LEDs or OLEDs or electro-luminescent light sources or the like) that are disposed at the other side of the circuit element22bor otherwise configured to emit light forward through the inner glass panel16a, with the inner glass panel optionally having an aperture or transparent portion (that may correspond with an aperture or opening at the headliner of the vehicle), such that light emitted by the interior lighting device light sources may illuminate at least a portion of the interior cabin of the vehicle. The interior lighting function may provide illumination of the cabin or may provide a more directed or focused lighting function, such as for a reading light or the like for a passenger sitting in a rear seat of the vehicle12. The interior lighting function may be provided via one or more lighting devices, such as one at or near one or both of the upper corner regions of the window assembly10, such that light emitted by the light sources is not at a central region that may reflect off of the interior rearview mirror to cause glare to the driver of the vehicle. For example, the interior lighting function may be provided by lighting sources disposed on an interior facing side of a circuit element of one or more of the side lighting devices23in the corner regions of the window assembly10so as to illuminate respective side portions of the interior of the cabin of the vehicle. Optionally, the interior lighting function or feature of the lighting device of the rear slider window assembly may be directed partially downward to limit the emitted light from being directed towards the interior rearview mirror of the vehicle. The interior cabin lighting function is part of or integrated with the rear slider window assembly10of the vehicle, thus reducing or eliminating the need for a separate interior cabin light and/or reading light at the headliner of the vehicle (and thus reducing or eliminating the need for a separate wiring harness to a central light of the interior cabin of the vehicle, such as within a headliner of the vehicle). The lighting device(s) of the rear slider window assembly10may be connected to a wiring harness that includes existing wires that electrically connect to and power the heater grid24of the rear slider window assembly10. Thus, the lighting device(s) of the rear slider window assembly10can be powered via expansion of an existing wiring harness (to include additional wires for powering and control of the lighting devices), thereby enhancing assembly and electrical connection of the interior lighting devices at the vehicle. Optionally, the laminated window panel and lighting device construction may be implemented on a full-pane fixed (non-slider) rear window assembly. For example, and as shown inFIGS.6-8A, a fixed full-pane window assembly110comprises a fixed full-pane window panel116for a non-slider window of a pickup truck, and the lighting devices122,123are laminated between the inner glass panel116aand the outer glass panel116bof the window panel116. It should be understood that the features described herein are compatible with full pane window panels installed at any type of vehicle, such as the rear windows of sedans, SUVs, busses, commercial vehicles, and the like. The lighting device122comprises a plurality of individual light emitting diodes122aarranged in a two dimensional array of rows and columns at an upper center region of the fixed window panel116. As shown inFIG.8A, the laminated window panel116comprises the inner glass panel116aand the outer glass panel116b, with respective interlayers of polyvinyl butyral (PVB)117a,117bdisposed at the inner opposing surfaces of the glass panels116a,116b, and with a central layer117cdisposed between the interlayers117a,117b. The individual light sources122amay be arranged on a sheet122b(such as a thin flexible circuit element or tape) that is disposed at or attached or adhered at the PVB layer117aat the surface of the inner glass panel116a, with the individual light sources122adisposed between the panels116a,116b(and with the interlayer117cconforming to the lighting device between the interlayers117a,117b) so that light emitted by the light sources passes through the outer glass panel116b. The lighting device122may be disposed at an upper central region and/or a similar lighting device123may be disposed at the upper corner regions of the window panel116, and may be at a location where one of the glass panels116a,116bhas a non-light-transmitting layer (such as a ceramic frit layer or the like) established at a surface thereof. The window panel116and lighting devices122,123may otherwise be similar to the window panel16and lighting devices22,23, discussed above, such that a detailed discussion of the window panels and lighting devices need not be repeated herein. Therefore, the rear window assembly for a pickup truck has one or more lighting devices integrated therein. The rear window assembly thus has a smooth exterior appearance and avoids use of a lens on the sheet metal and an applique on the glass panel. The window assembly provides a single modular system that eliminates the need for two or more separate assemblies in the assembly plant. The window assembly provides a reduction of labor and complexity of installation at the vehicle assembly plant, and eliminates labor at the assembly plant for installing a separate center high mounted stop lamp (CHMSL). The window assembly provides environment improvement by integrating the lighting device within the fixed window panel. The window assembly is more aesthetically pleasing and provides a lower profile, or reduced thickness, window assembly with lighting, without additional brackets and housings of lighting modules attached at an exterior or interior side of the window panel. The lighting device and window assembly also reduces or substantially eliminates leak paths that often occur between traditional CHMSLs and the vehicle sheet metal. Thus, the window assembly provides lighting within the fixed window panel to provide a flush glass window with no separate stop lamp or bed lighting at or above the window (such as at the vehicle cab or at a molding or frame of the window assembly). The lighting device is integrated within the laminated fixed window panel and has no part that protrudes from the glass or that is in any perimeter frame or molding of the window assembly or vehicle. Thus, the window assembly of the present invention allows the glass window panel to be a larger window because no frame or vehicle portion is needed above the window panel for the center high mounted stop lamp or the like. The lighting device may be powered via any suitable wiring or electrically conductive traces or busbars at the window assembly, and may be readily electrically connected to wiring or circuitry of the vehicle when the window assembly is installed at the vehicle. The illumination sources and lighting device thus may comprise a brake light, such as for a CHMSL of the vehicle, whereby the illumination source may be activated upon actuation of the vehicle brakes. Optionally, the lighting device may comprise an illumination source or light for illuminating the bed of the pickup, such as one or more lights that are directed so as to provide white (or substantially white) light or illumination to illuminate the pickup bed, such as in response to a user input or button or switch. Optionally, the window assembly may include a first illumination source or first set of light sources for a CHMSL and may include a second illumination source or second set of light sources for another function or feature (such as for providing light to the pickup bed). Optionally, the lighting device includes light sources that emit light through a rear or outer pane or panel of the window panel exterior the vehicle and/or light sources that emit light through a front or inner pane or panel of the window panel interior the vehicle, such as to provide both a CHMSL and an interior cabin light for the vehicle. The lighting device may be laminated in the fixed window panel of a rear slider window assembly, or the lighting device of the present invention may be laminated in a fixed window panel of a full-pane fixed (non-slider) rear window assembly or the like. The fixed window panel may include an opaque or substantially opaque perimeter coating or layer, such as a black frit layer or the like. The opaque layer may be disposed within or on the window panel in any suitable manner. For example, the opaque layer may be disposed between the inner glass panel and the outer glass panel and/or the opaque layer may be disposed on one or both of the inner glass panel and outer glass panel. When the opaque layer is disposed on one or both of the inner glass panel and the outer glass panel, the opaque layer may be disposed at the exterior or interior surface of the respective panel. In other words, the opaque layer may be disposed at the surface of the inner or outer glass panel that is adjacent the other glass panel or the opaque layer may be disposed at the surface of the inner glass panel facing the cabin of the vehicle or at the surface of the outer glass panel facing exterior the vehicle. The lighting device may emit light that passes through the opaque coating or through apertures established through the opaque coating, or the lighting device may be positioned within the window panel at a position that is at least partially devoid of the opaque coating or layer. For example, an opaque layer may be disposed at the perimeter of the inner window panel (such as at the inner side or surface of the inner glass panel facing the interior cabin of the vehicle) and substantially circumscribe the perimeter of the inner panel except for positions corresponding to lighting devices configured to emit light through the inner glass panel to provide an interior facing or cabin illuminating light for the vehicle. At the locations corresponding to the interior facing lights, an opaque layer may be disposed at the outer glass panel (such as at the side or surface of the outer glass panel adjacent the inner glass panel) so that light emitted by the interior facing lights may pass through the inner glass panel at positions devoid of the opaque layer while the entire perimeter of the fixed window panel appears to have the opaque layer disposed thereat. In other words, from exterior the vehicle, it appears as if an opaque layer is disposed around the entirety of the fixed window panel and, from the interior of the vehicle when the interior facing lights are not emitting light, it also appears as if the opaque layer is disposed around the entirety of the fixed window panel. Optionally, a lighting device may be located at or near an outer corner of the window assembly, such as to provide a turn signal indicator or pickup bed illumination or the like at the outer ends or sides of the window assembly. For example, a turn signal indicator (comprising one or more orange or amber colored light sources or LEDs or the like) may be disposed at the upper corners of the window panel (or the lower corners). The turn signal indicator may be located at and behind the opaque layer (and optionally a window or non-opaque region may be established at the turn signal indicator). For example, the light sources may be arranged or energized in an arrow-shape or chevron-shape, or an arrow-shaped or chevron-shaped or triangular-shaped window or aperture may be established through an opaque region of the window and generally at the turn signal indicator, such that, when the indicator is activated, the light is emitted through the arrow-shaped (or otherwise shaped) window to provide the turn signal direction to a person viewing the rear window assembly from exterior and rearward/sideward of the vehicle. Optionally, the turn signal indicators may be disposed elsewhere at the window assembly (and laminated within the fixed window panel), such as at the upper region of the window panel, with the arrow-shaped apertures or masks providing the directional information for the indicators. Optionally, the directional information may be conveyed by the location of the light sources and/or by serial activation of the light sources from one end of the strip to the other. The movable or slider window panel may be movable such as via manual pushing or pulling at the window panel and preferably is movable in response to actuation of a drive motor of the drive motor assembly or system, which may move cables or wires of cable assemblies relative to the sheath of the cable assemblies to impart horizontal movement of the carrier and slider window panel along the upper and lower rails. Optionally, the drive motor assembly and rail configurations may utilize aspects of the drive assemblies of the types described in U.S. Pat. Nos. 4,920,698; 4,995,195; 5,146,712; 5,531,046; 5,572,376; 6,955,009; 7,073,293; 8,151,519 and/or 8,938,914, and/or U.S. Publication Nos. US-2019-0383084; US-2017-0356231; US-2004-0020131 and/or US-2008-0127563, and/or U.S. patent application Ser. No. 17/305,818, filed Aug. 10, 2021, which are all hereby incorporated herein by reference in their entireties. Optionally, the fixed window panel or panels may include an electrically conductive heater grid or other heating element or electrically operable element established at the window panel or panels (such as at or on an interior surface of the window panel) and the movable window panel may include an electrically conductive heater grid or other heating element or electrically operable element established at the movable window panel (such as at or on an interior surface of the movable window panel). Optionally, the heater grids may also be laminated within the fixed window panel and/or the movable window panel, such as by utilizing aspects of the window assemblies described in U.S. Pat. No. 10,524,313, which is hereby incorporated herein by reference in its entirety. The heater grids are electrically conductively connected to (or are otherwise in electrical conductive continuity with) a power source of the vehicle and may be powered (such as responsive to a user actuatable input or switch or button of the vehicle or responsive to a sensor or accessory of the vehicle) to heat or defrost or defog the fixed window panels. The movable panel heater grid is electrically connected to the power source (and may be electrically connected to electrical terminals or elements at one of the heater grids of the fixed window panels) and may be electrically powered to heat or defrost or defog the movable window panel. The heater grids comprise a plurality of electrically conductive traces that extend across the respective window panels between respective busbars (seeFIG.2) to provide enhanced and more uniform heating and defrosting/defogging of the window panel. The heater grid of the movable window panel may be powered in a manner that allows for heating or defogging or defrosting of the movable window panel irrespective of whether the movable window panel is opened or partially opened or closed. For example, the electrical connections may be made via a flexible electrical connector or wire or cable or the like, such as by utilizing aspects of the rear slider window assemblies described in U.S. Pat. Nos. 9,579,955, 8,938,914, 8,881,458 and/or 8,402,695, and/or U.S. Publication No. US-2018-0079379, which are hereby incorporated herein by reference in their entireties. Optionally, the heater grid of the movable window panel may be powered only when in its closed position and/or via any suitable powering means. Optionally, a laminated lighting device may be integrated in the movable sliding window panel20and electrically powered via similar or shared electrical connection as that used to electrically power the heater grid of the movable window panel, such as a flexible or sliding electrical connector. The benefits of embodiments of the present invention may also be realized in vehicular movable window assemblies other than a rear window assembly for a pickup truck or the like, such as (for example) a slider window assembly suitable for use as a movable side window for a vehicle such as a van or a bus or other vehicular window assembly. The laminated window construction with lighting device laminated therein may provide brake lighting, cargo lighting and/or interior lighting, and/or may provide other exterior lighting, such as puddle lamps or the like, via light sources (such as LEDs, micro-LEDs, OLEDs or electro-luminescent light sources or the like) that are laminated into a fixed or movable glass window panel of a vehicle, such as for a rear window or rear liftgate or side window or other window of a vehicle. Optionally, the window assembly or assemblies of the present invention may utilize aspects of the window assemblies described in U.S. Pat. Nos. 8,915,018; 8,881,458; 8,402,695; 7,073,293; 7,003,916; 6,119,401; 6,026,611; 5,996,284; 5,799,444 and/or 6,691,464, and/or U.S. Publication Nos. US-2014-0047772; US-2006-0107600; US-2008-0127563; US-2004-0020131 and/or US-2003-0213179, all of which are hereby incorporated herein by reference in their entireties. Changes and modifications to the specifically described embodiments may be carried out without departing from the principles of the present invention, which is intended to be limited only by the scope of the appended claims, as interpreted according to the principles of patent law. | 31,455 |
11858412 | DETAILED DESCRIPTION Hereinafter, some embodiments of the present disclosure are described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same components are given the same reference numerals as much as possible even though they are indicated on different drawings. In addition, in describing the embodiments of the present disclosure, when it is determined that a detailed description of a related known configuration or function interferes with the understanding of the embodiments of the present disclosure, a detailed description thereof has been omitted. FIG.1is a cross-sectional view showing a grill lighting lamp system according to an embodiment of the present disclosure and a light reflection operation thereof. As shown inFIG.1, a grill part20may have a shape inclined toward the inside in a vehicle width direction with respect to front and vehicle traveling directions. In this case, it is possible to prevent aerodynamic performance from being degraded by the grill part20by inducing the air introduced toward the grill part20toward the inside or outside of the rear of the vehicle when the vehicle travels. As described above, the grill part20may be installed on the front portion of the vehicle toward the front direction of the vehicle, but the present disclosure is not limited thereto. For example, as necessary, the grill part20may also be mounted in the vicinity of a rear lamp on the rear portion of the vehicle. Referring toFIG.1, the grill lighting lamp system according to an embodiment of the present disclosure may include an optical device10and the grill part20to which light is irradiated from the optical device10. The optical device10may include, for example, a light source12configured to generate light, such as a light-emitting diode (LED), a collimator lens13configured to refract light emitted from the light source12to generate parallel light as an incident-side lens, and an emission-side lens14through which the parallel light passes. As shown inFIG.1, the optical device10may be provided inside a housing11of the vehicle having an opened light output side. In addition, the optical device10may be arranged to face a direction inclined forward toward the grill part20and rearward with respect to the vehicle traveling direction. As described above, since the optical device10is arranged inside the housing11, which is configured separately from the grill part20, and since the optical device10including the lens14does not face the front of the vehicle, it is possible to suppress the optical device10including the expensive lens14from being damaged even when the grill part20is damaged in the event of a front collision accident of the vehicle. Only two optical devices10are shown inFIG.1, but the present disclosure is not limited thereto. For example, only one optical device10may be provided or three or more optical devices10may also be provided according to the shape of the grill part20. In addition,FIG.1shows that incident light30from one optical device10matches one reflection portion21among a plurality of reflection portions21of the grill part20, but the present disclosure is not limited thereto. For example, one optical device10may include a plurality of pixels so that the incident light30from each pixel may match each one (i.e., a respective) reflection portion21of the grill part20. The grill part20may be positioned toward the front of the vehicle for aerodynamic and engine cooling or design elements of a front portion of the vehicle. Referring toFIGS.1and2, the grill part20may include a plurality of reflection portions21configured to reflect the incident light30irradiated from the optical device10in the form of reflected light32toward the front of the vehicle. The grill part20may include a non-reflective portion also called a dummy reflective portion (referred to as “invalid portion22” hereinafter) provided in a stepped shape between the plurality of reflection portions21to absorb glare light31that is unnecessary, i.e., not reflected forward among the incident light30on the plurality of reflection portions21from the optical device10. In the embodiment shown inFIG.1, the grill part20may have a plurality of reflection portions21provided in a stepped shape and the invalid portions22having the form of connecting between the plurality of reflection portions21. In other words, the reflection portion21and the invalid portion22may be integrally formed.FIGS.1and2show that the plurality of reflection portions21reflect the irradiated incident light30toward the front of the vehicle, but the present disclosure is not limited thereto. For example, when the grill part20is installed around the rear lamp of the vehicle as described above, the plurality of reflection portions21may reflect the incident light30toward the rear of the vehicle. FIGS.2and3are cross-sectional views showing the grill part20constituting the grill lighting lamp system according to an embodiment of the present disclosure and a light reflection operation performed in the grill part20. As shown inFIGS.2and3, the reflection portion21may be a bright color having high brightness, such as an achromatic color, in order to reflect the incident light30. When it is difficult to configure the reflection portion21in the bright color due to the design element of the grill part20, it is necessary to increase the amount of light from the optical device10to compensate for this. In addition, when it is difficult to configure the reflection portion21in the achromatic color for the same reason, it is necessary to match a reference color required for reflected light32by adjusting the color of the incident light30irradiated by the optical device10. An angle at which the reflection portion21is inclined with respect to the vehicle width direction is appropriately set so that the incident light30incident from the optical device10is reflected toward the front of the vehicle. In addition, as shown inFIG.2, the reflection portion21may have a non-linear surface, for example, a convex shape toward the front so that the incident light30may be diffusely reflected from the surface thereof. To this end, as shown inFIG.2, a convex portion21amay be provided on a front surface of the reflection portion21. The invalid portion22may constitute a front visual recognition invalid portion for decreasing the influence of the glare light31so that an ambiguous boundary line caused by the glare light31may not be visually recognized from the front. In the example shown inFIG.3, when viewed from the top of the vehicle, the invalid portion22is inclined at 3° or more with respect to a direction in which the reflected light32reflected by the plurality of reflection portions21is directed. Therefore, the glare reflected light33reflected from the surface of the invalid portion22may be reflected so as not to face the front of the vehicle unlike the reflected light32, whereas the glare reflected light33is not reflected toward the reflection portion21of the grill part20(indicated by the light of reference numeral34inFIG.3). According to the structure, the glare light31unnecessary for forward reflection among the incident light30may be reflected and removed by the invalid portion22so as not to be reflected forward, so that a plurality of patterns (pixels) formed by the reflected light32reflected by the reflection portion21of the grill part20is more clearly distinguished. FIG.4is a cross-sectional view showing a flow of outside air on the grill constituting the grill lighting lamp system according to an embodiment of the present disclosure and a light reflection operation thereof.FIG.5is a view for describing a glare phenomenon occurring in the grill. Referring toFIG.4, the grill part20may have a structure in which the reflection portion21and the invalid portion22have the step-shaped structure so that a height of the grill part20decreases as the grill part20is closer to the optical device10. In this case, as shown inFIG.4, there is no step difference in the direction in which outside air40flows along the grill part20, thereby improving the aerodynamic performance in the grill part20. However, as another embodiment, the reflection portion21and the invalid portion22may also form the step-shaped structure so that the height of the grill part20toward the front of the vehicle decreases as the grill part20moves away from the optical device10. Unlike the embodiment ofFIG.4, as shown inFIG.5, when the reflection portion21and the invalid portion22form the step-shaped structure so that one end of one reflection portion21has a greater height of the invalid portion22toward the front of the vehicle than that of the other end of another reflection portion21as the grill part20is closer to the optical device10, there is a concern that the outside air40flows along the grill part20and collides with the stepped invalid portion22, thereby degrading the aerodynamic performance. In addition, as shown inFIG.5, when the reflection portion21and the invalid portion22form the step-shaped structure so that one end of one reflection portion21has a greater height of a protrusion toward the front of the vehicle than that of the other end of another reflection portion21as the grill part20is closer to the optical device10, an area where the glare light31is incident may be present on the surface of the reflection portion21behind the invalid portion22. A shadow area a may be generated between the area and the invalid portion22. On the other hand, as in the embodiment shown inFIG.4, when the reflection portion21and the invalid portion22form the step-shaped structure so that the height of the protrusion toward the front of the vehicle decreases as the grill part20is closer to the optical device10, it is possible to prevent the shadow area a from being formed behind the invalid portion22. FIG.6is a cross-sectional view showing the grill lighting lamp system according to an embodiment of the present disclosure, the light reflection operation thereof, and the flow of the outside air on the grill. In the embodiment shown inFIG.6, an opening50may be provided between the housing11in which the optical device10is arranged and the grill part20. As shown inFIG.6, the opening50may be configured in the form of a gap between the housing11, including the optical device10, and the grill part20. The opening50may function as an aerodynamic hole for improving aerodynamics by directing the outside air40flowing along the grill part20toward the rear inside the vehicle. In addition, when the opening50is arranged so that the outside air41passing through the opening50is directed toward a battery side of an internal combustion engine or an electric vehicle, the opening50may function to improve the cooling performance by the outside air41. Although not shown inFIG.6, the opening50through which the outside air41may pass may also be additionally formed in the invalid portion22. When the grill part20is installed on the front of the vehicle, as described above, the invalid portion22may not interfere with the flow of the outside air40moving through the grill part20, so that it is not necessary to install the opening in the invalid portion22. However, when the grill part20is mounted around the rear lamp on the rear of the vehicle and the air introduced through the front of the vehicle is introduced into a back surface of the grill part20through an air curtain, the outside air40may not pass through the grill part20, thereby causing aerodynamic loss. Therefore, in this case, when the opening is formed in the invalid portion22, the outside air40moving from the front of the vehicle to the back surface of the grill part20through the air curtain may be sent out to the rear of the vehicle through the opening of the invalid portion22, thereby securing aerodynamic performance. In the embodiment shown inFIG.6, a micro lens array (MLA)14amay be used as the emission-side lens14of the optical device10. The micro lens array14amay be a module in which a plurality of fine lenses is arranged and functions to refract parallel light so that the parallel light passing through the collimator lens13passes through the micro lens array14aand becomes light having a specific pattern. UnlikeFIG.6,FIG.7is a cross-sectional view showing a grill lighting lamp system to which a multi-facet lens (MFL) is applied to an optical device10and a light reflection operation thereof. Since a light emitting diode (LED) has a very large radiation angle due to its characteristics, light efficiency may be greatly decreased due to an etendue problem when used for a function of irradiating a remote local area. Therefore, when the LED is used as the light source, it is possible to compensate for light efficiency by applying the MFL14bwhich is a condensing lens configured to condense the light emitted from the LED or induce the light in a direction parallel to an optical axis. FIG.8is a cross-sectional view showing a grill lighting lamp system to which a multi-facet reflector (MFR) is applied to an optical device10and a light reflection operation thereof. In the example shown inFIG.8, the light generated by the light source12may be irradiated toward the reflection portion21of the grill part20by being reflected through an MFR type reflector15in which a structure of a reflection plate is divided into a plurality of cells and changes a radius of curvature or focus of the reflection plate for each cell. A cut-off light distribution pattern may be formed using the MFR type reflector15. FIG.9is a cross-sectional view showing a grill lighting lamp system to which a projection lamp16is applied as the optical device and a light reflection operation thereof. In general, the projection lamp includes an elliptical reflector configured to reflect light from the light source12, a lens installed on the front to diffuse the light reflected from the reflector, and a fan-shaped shield positioned between the reflector and the lens. When the projection lamp16is applied, the pattern of a final beam passing through the lens may be changed depending on the shape of the end of the shield. FIGS.10and11are cross-sectional views showing the arrangement structure of the optical device in the grill lighting lamp system according to an embodiment of the present disclosure. In the example shown inFIG.10, the optical device10may be arranged above the grill part20. In this case, in consideration of aerodynamic performance, the opening50formed between the optical device10and the grill part20may extend toward the rear and top of the vehicle. Therefore, in the example shown inFIG.10, the outside air40flowing along the grill part20may be induced to move toward the rear and top of the vehicle along the opening50. On the other hand, in the example shown inFIG.11, the optical device10may be arranged below the grill part20. In this case, likewise, in consideration of aerodynamic performance, the opening50formed between the optical device10and the grill part20may extend toward the rear and the bottom of the vehicle. Therefore, in the example shown inFIG.11, the outside air40flowing along the grill part20may be guided to move toward the rear and top of the vehicle along the opening50. Therefore, it is advantageous to determine a relative position of the optical device10and the grill part20in consideration of the aerodynamic performance required for the vehicle, the position of the engine compartment cooled by the outside air41passing through the opening50, and the like. In addition,FIGS.10and11show that the optical device10is only positioned above or below the grill part20, but the present disclosure is not limited thereto. For example, when the vehicle is viewed from the top, the optical device10may also be arranged side by side with the grill part20. FIG.12-14are cross-sectional views showing a grill lighting lamp system according to an embodiment of the present disclosure different from that ofFIG.1and a light reflection action thereof. The embodiment shown inFIG.12is different from the embodiment shown inFIG.1only in the structure of the grill part20. Therefore, a description of the configuration overlapping that ofFIG.1is omitted. As described above, in the grill part20of the embodiment shown inFIG.1, the reflection portion21and the portion22may form a step-shaped structure so that the height of the grill part20decreases as the grill part20is closer to the optical device10. In this case, as shown inFIG.1, the amount of protrusion of the grill part20may increase toward the front of the vehicle. Therefore, it may be difficult to apply the grill lighting lamp system shown inFIG.1due to a limited space in the front of the vehicle. On the other hand, in the embodiment shown inFIG.12, a reflection portion23and an invalid portion24may form a step-shaped structure so that one end of one reflection portion23has a greater height of a protrusion protruding toward the front of the vehicle than that of the other end of another reflection portion23as the grill part20is closer to the optical device10. According to the structure, as shown inFIG.14, it is possible to relatively decrease the amount of protrusion of the grill part20toward the front of the vehicle as compared toFIG.1. However, as described above, when the reflection portion23and the invalid portion24form the step-shaped structure so that one end of one reflection portion23has a greater height of a protrusion protruding toward the front of the vehicle than that of the other end of another reflection portion23as the grill part20is closer to the optical device10, there is a concern that the shadow area a is generated by the invalid portion24. Therefore, in order to minimize the shadow area a by the incident light30from the optical device10and reflect the reflected light32reflected by each reflection portion23toward the front of the vehicle in a predetermined lighting shape, each reflection portion23may be configured to be inclined at a predetermined angle with respect to each other. In addition, as shown inFIG.13, it is beneficial to provide a convex portion23aconvex toward the front so that light may be diffusely reflected from the surface of the reflection portion23. Since the outside air40does not move toward the front of the grill part20when the vehicle normally travels when the grill part20is installed around the rear lamp on the rear of the vehicle, as shown inFIG.15, problems related to aerodynamic performance or cooling performance may not occur even when the reflection portion23and the invalid portion24may form the step-shaped structure so that one end of one reflection portion23has a greater height of a protrusion protruding toward the front of the vehicle than that of the other end of another reflection portion23as the grill part20is closer to the optical device10. However, when the grill part20is installed on the front surface of the vehicle and the outside air40flows toward the grill part20when the vehicle travels, the outside air40may move along the grill part20and collide with the invalid portion24, so that there is a concern that the aerodynamic performance is decreased. Therefore, as shown inFIG.15, in an embodiment of the present disclosure, an opening24athrough which outside air42passes may be formed in the invalid portion24. In this case, the outside air42colliding with the invalid portion24among the outside air40flowing along the grill part20may pass through the opening24aand may be discharged to the inside or outside of the vehicle, thereby preventing the aerodynamic performance from being decreased. In addition, although not shown inFIG.15, as in the embodiments shown inFIGS.10and11, when the opening50is further provided in the form of the gap between the optical device10and the grill part20, it is possible to further compensate for the aerodynamic performance by discharging the outside air40not passing through24ato the rear of the vehicle. Furthermore, the light may be blocked by the invalid portion24by providing the opening24apassing through the invalid portion24, thereby further preventing the shadow area a from being generated. FIG.16is a cross-sectional view showing a grill lighting lamp system in which a micro lens array (MLA) is applied to the optical device, a light reflection operation thereof, and the flow of the outside air on the grill. Referring toFIG.16, the reflection portion23may further include a vortex generation portion23bconfigured to form a vortex43in the outside air42introduced through the opening24aformed in the invalid portion24. For example, the invalid portion24formed with the opening24amay be arranged at one end of the reflection portion23in the longitudinal direction, and the vortex generation portion23bmay be provided at the other end of the reflection portion23in the longitudinal direction. In this case, the vortex generation portion23bmay be in the form of an extension which extends by being bent to the inside of the reflection portion23at a predetermined angle from the other end of the reflection portion23in the longitudinal direction. In this case, the outside air42introduced through the opening24aformed in the invalid portion24may collide with the vortex generation portion23band the flow direction may be rapidly changed, so that the vortex43is formed. When an element requiring cooling, such as an engine compartment or a battery for an electric vehicle, is arranged behind the grill part20, the reflection portion23may further include the vortex generation portion23b, so that it is possible to further increase the cooling efficiency thereof. In addition, since the vortex generation portion23bmay perform a function of a reinforcement rib configured to reinforce the strength of the grill part20, an effect of increasing the overall stiffness of the grill part20can be expected. In the embodiment shown inFIG.16, the MLA14amay be used as the emission-side lens14of the optical device10. However, as described above, the present disclosure is not limited to the above example, and as shown inFIG.17, the MFL14bmay also be used as the emission-side lens14. In addition, as shown inFIG.18, an optical system configured to reflect the light from the light source12to the reflection portion23through the MFR type reflector15may also be adopted, and as shown inFIG.19, the projection lamp16may also be adopted as the optical system of the optical device10. FIGS.20and21are cross-sectional views showing the arrangement structure of the optical device in the grill lighting lamp system according to an embodiment of the present disclosure. In the example shown inFIG.20, the optical device10may be disposed above the grill part20. In this case, in consideration of the aerodynamic performance, the opening24aformed in the invalid portion24may be opened toward the rear and top of the vehicle. Therefore, in the example shown inFIG.20, the outside air flowing along the grill part20may be guided to move toward the rear and top of the vehicle along the opening24a. On the other hand, in the example shown inFIG.21, the optical device10may be arranged below the grill part20. In this case, likewise, in consideration of the aerodynamic performance, the opening24aformed in the invalid portion24may be opened toward the rear and bottom of the vehicle. Therefore, in the example shown inFIG.21, the outside air flowing along the grill part20may be induced to move toward the rear and bottom of the vehicle along the opening24a. In addition, although not shown inFIGS.20and21, an additional opening may be formed between the optical device10and the grill part20, and the vortex generation portion23bmay be formed on the one end of the reflection portion23to improve cooling performance. Therefore, it is advantageous to determine the relative position of the optical device10and the grill part20in consideration of the aerodynamic performance required for the vehicle, the position of the engine compartment cooled by the outside air passing through the opening24a, and the like. The above description is merely illustrative of the technical spirit of the present disclosure, and various modifications and variations are possible by those having ordinary skill in the art to which the present disclosure pertains without departing from the essential characteristics of the present disclosure. Therefore, the embodiments disclosed in the present disclosure are not intended to limit the technical spirit of the present disclosure but to describe it, and the scope of the technical spirit of the present disclosure is not limited by these embodiments. The scope of the present disclosure should be construed by the appended claims, and all technical spirits within the scope equivalent thereto should be construed as being included in the scope of the present disclosure. | 24,963 |
11858413 | DETAILED DESCRIPTION Systems such as vehicles and other systems may have exterior lighting. Lighting systems on the exterior of a vehicle may be used to provide information to occupants of other vehicles, pedestrians, cyclists, other road users, and others outside of a vehicle. The information that is provided may reflect vehicle status. Examples of vehicle status information that may be conveyed to include vehicle speed, vehicle braking status, whether a vehicle is being driven autonomously or manually, whether a vehicle is about to exit a highway at a particular exit or is about to make a turn onto a nearby road, the following distance and closing speed of a following vehicle, and information regarding potential hazards (e.g., whether a pedestrian is too close to a moving vehicle, etc.). The information that is provided using the exterior lighting systems may also include information on the operating environment of a vehicle such as road hazards, weather, traffic conditions, and collision risks. If desired, vehicle status information, operating environment information, and other information may be conveyed wirelessly to nearby vehicle occupants and pedestrians. This information may also be provided to others using audio output or types of output. An illustrative vehicle of the type that may be provided with input-output devices for gathering information on vehicle status and the operating environment of a vehicle and for providing corresponding output to the occupants of nearby vehicles and others is shown inFIG.1. As shown inFIG.1, vehicle10may include a body such as body12. Body12may have body panels and other structures that are supported by chassis structures (e.g., body-on-frame chassis structures, unibody chassis structures, or other suitable chassis structures). Portions of body12may include doors. Interior components in vehicle10such as seating for a driver and other vehicle occupants may be mounted within body12and external components such as wheels18may be mounted to body12(e.g., seats and wheels18may be coupled to chassis structures in body12). The structures that make up body12may include metal structures, structures formed from fiber-composite materials such as carbon-fiber materials and fiberglass, plastic, and other materials. Windows14may be formed at the front and rear of vehicle10in openings in body12and may be formed within the doors or other portions of the body12of vehicle10. As shown inFIG.1, for example, vehicle10may have a front window such as front window14F that faces the front of vehicle, rearward facing windows such as rear window14R, and side windows such as windows mounted within the doors of vehicle10(see, e.g., side windows14D). Windows14may be formed from glass (e.g., glass laminated with polymer layers), plastics such as polycarbonate, or other clear materials. Vehicle10may include mirrors such as side mirrors22. Side mirrors22may be formed on the left and right sides of vehicle10and may include light-based output devices such as light-emitting diodes. Vehicle10may also be provided with lights on the rear of vehicle10such as rear lights16(e.g., turn signal lights, brake lights, tail lights, etc.). Rear lighting may also be provided on rear window14R and/or other portions of the rear of vehicle10. The rearward facing lighting of vehicle10may include center high mounted stop lamps (CHMSL) such as light24. Light24may emit light through rear window14R or may be mounted on other rear portions of vehicle10. Additional lights in vehicle10such as lights20may include headlights, turn signal lines, and fog lights. In general, lighting may be provided on any interior and/or exterior surface of vehicle10such as the roof of vehicle10, the rear window or other rear surfaces of vehicle10, the front window or other front surface of vehicle10, the doors or other side surface of vehicle10, protruding portions of vehicle10such as mirrors22or bumpers, or any other vehicle surface. The lighting for vehicle10(e.g., external lighting) may be provided using light-based devices (light sources) that have been mounted on the surface of vehicle10(e.g., on body12, inside a portion of body12, in body12in an arrangement where the exterior of the light-based devices is flush with the surface of body12, etc.) and/or using lighting in the interior of vehicle10such as lighting that that emits light through windows14. A schematic diagram of illustrative circuitry that may be included in vehicle10is shown inFIG.2. As shown inFIG.2, vehicle10may include control circuitry40. Control circuitry40may include storage and processing circuitry for supporting the operation of vehicle10. The storage and processing circuitry may include storage such as hard disk drive storage, nonvolatile memory (e.g., flash memory or other electrically-programmable-read-only memory configured to form a solid state drive), volatile memory (e.g., static or dynamic random-access-memory), etc. Processing circuitry in control circuitry40may be used to control lighting, audio devices such as speakers, wireless transmitters to transmit information to equipment external to vehicle10, and other devices operating in vehicle10. If desired, the processing circuitry in control circuitry40may drive vehicle10autonomously. The processing circuitry may be based on one or more microprocessors, microcontrollers, digital signal processors, baseband processors, power management units, audio chips, application specific integrated circuits, electronic control units, etc. Vehicle10may include input-output components such as input-output circuitry42. Input-output circuitry42allows vehicle10to gather data and allows vehicle10to supply output data for a driver of vehicle10, people outside of vehicle10, and/or external or internal systems. Input-output circuitry42may, for example, be use to provide audio and visual information to the driver and other occupants of vehicle10, to the drivers and other occupants of other vehicles such as external vehicle10′ (e.g., a vehicle following vehicle10in the roadway or driving elsewhere in relation to vehicle10), and to other road users and pedestrians outside of vehicle10. In some situations, the information supplied to the occupants of vehicle10and/or to people outside of vehicle10may serve as a warning. For example, brake light output may warn a driver of a following vehicle that vehicle10is slowing, a speed gauge or text (e.g., alphanumeric characters such as digits representing speed in mph or km/hr) may inform the driver of a following vehicle of the current speed of vehicle10or the relative speed between a vehicle and the following vehicle, and text or other output may inform people near to an autonomously driven vehicle that the vehicle is operating autonomously (e.g., output may inform people that vehicle10is autonomously turning, accelerating, stopping, etc.). In other situations, audio and visual information (e.g., visual information on the exterior of vehicle10, etc.) may be provided that serves as a greeting, a good-by message, an advertisement or other commercial message, reminders (e.g., “check tire pressure”), or a public service announcement. User-customized text messages, icons, audio clips, and other customized media output may be supplied using the audio and visual output capabilities of vehicle10. Input-output circuitry42may include sensors30for gathering information on the operating environment of vehicle10. Sensors30may include light-based sensors, wireless sensors such as radar sensors, light detection and ranging (lidar) sensors, ultrasonic sensors, proximity sensors, range-finding sensors based on light, acoustics, radio-frequency signals, or other signals, ambient light sensors that measure that amount of light on the exterior of vehicle10and/or the interior of vehicle10, cameras (e.g., stereoscopic cameras or other camera systems that operate at visible wavelengths and/or infrared wavelengths and that include digital image sensors), strain gauges, parking sensors, cruise control sensors, accelerometers, touch sensors, magnetic sensors such as electronic compass sensors for determining vehicle orientation, temperature sensors, rain sensors and other moisture sensors, force sensors, pressure sensors (e.g., altimeters), parking brake sensors, trunk position sensors, tire pressure sensors, door position sensors, seatbelt sensors, speedometers, odometers, satellite navigation system sensors (e.g., Global Positioning System circuitry for determining vehicle location, speed, and heading), and other components for making measurements on the operating environment for vehicle10. If desired, sensors30may be used to detect the positions, headings, and speeds of objects that are external to vehicle10relative to vehicle10. For example, sensors30may detect how rapidly a following vehicle is closing in on the rear of vehicle10or may detect how rapidly a pedestrian is approaching vehicle10due to movement of vehicle10and/or movement of the pedestrian. Sensors30may also detect a risk of potential collisions with external objects such as when vehicle10is about to strike a road obstruction that has moved in front of vehicle10while vehicle10is moving at high speed. Sensors30may track the movement of the driver of vehicle10before the driver has entered vehicle10and/or after the driver has exited vehicle10. For example, sensors30may track movement of the driver as the driver walks around vehicle10. As shown inFIG.2, input-output circuitry42may include user input-output devices46. Devices46may be used to gather input from users (e.g., a driver or passenger of vehicle10) and may be used in providing output to users of vehicle10and others. Devices46may include buttons, joysticks, steering wheels, shift levels and/or buttons, foot-actuated controllers (e.g., a throttle pedal, a brake pedal, a clutch pedal, etc.), turn signal levers, windshield wiper controls, and other stalk controls, steering wheel buttons and other steering wheel controls, touch pads, keypads, keyboards, motion sensors, microphones, cameras, and other devices for gathering user input. Input-output circuitry42may also include circuitry for generating audio output such as speakers, tone generators, and vibrators (see, e.g., audio output devices36). Light-based devices32may be used to generate visible output. Light-based devices32may include displays (e.g., light sources with arrays of individually controlled pixels such as liquid crystal displays, organic light-emitting diode displays, projector displays, etc.), status indicator lights, and gauges to display navigation system information, media system information, vehicle status information, and other information in the interior of vehicle10. Light-based devices32may include external lighting for providing light-based output outside of vehicle10(e.g., displays that emit light externally and/or other light sources that emit light in exterior areas of vehicle10). In general, light-based devices32may include any suitable light sources that produce light in response to applied electrical signals such as lamps, light-emitting diodes, plasma display panel pixels, illuminated status indicators, displays, lasers, arrays of light sources, individual light sources, backlight units for displays, backlit or edge-lit light guides, light sources that emit one or more beams of light (e.g., a laser beam, light-emitting diode beam, or a beam associated with another collimated light source), light sources that emit light in a fixed pattern of one or more beams, light sources that emit light using raster scanning techniques, light sources that emit steerable beams (e.g., light sources with mirror arrays to steer light in a light projector system, light sources with one or more steerable mirrors, steerable lasers and light-emitting diodes, etc.), image projecting systems and other light projectors, light guide panels that contain light extraction features that cause the light guide panels to emit light in various patterns, and other electrically controlled light sources. Light-based devices (light sources)32may, if desired, include light modulators. Light modulators in devices32may include mechanical and/or electrical modulators such as mechanical shutters, liquid crystal modulators (e.g., liquid crystal shutters having polarizers), adjustable mirrors or other modulators based on cholesteric liquid crystals, modulators that change between translucent and transparent modes (e.g., polymer-dispersed liquid crystal devices), or other structures that exhibit opaque (light scattering) and transparent modes, guest-host liquid crystal modulators, electrochromic modulators, light modulators based on electrically bleached and/or photo-bleached photochromic layers, and other light modulators. The light modulators may be used in modulating some or all of the light produced by a light source (e.g., by modulating light from one or more light-emitting diodes) and/or may be used to block stray light or otherwise adjust the appearance and performance of light sources and other devices in vehicle10. If desired, the light modulators may be used to adjust the appearance and performance of light sources to hide the light sources or alter the appearance of the light sources so that the light sources blend into the body of vehicle10(e.g., to generate a uniform appearance). Light-based devices32may contain individually controlled areas. These areas may be relatively small areas that serve as pixels in an array of pixels for a display-type output device (e.g., a display integrated into a dash-mounted navigation and media system or an external portion of vehicle10). Light-based devices32may also include components that include one or only a few larger individually controlled areas (e.g., one or more areas of about 1-100 cm2, 10-1000 cm2, 100-1,000,000 cm2, more than 1000 cm2, less than 500 cm2, etc.). For example, light-based devices32may contain light-producing devices that produce a single block of light over entire windows14in vehicle10or other large areas of vehicle10. Individually controlled areas may be used to display fixed icons or other shapes, adjustable (e.g., customizable) icons or other shapes, fixed text (e.g., “stopping” to indicate the vehicle10is stopping, “road hazard ahead” to indicate that dangerous road conditions are in the road ahead, “fog ahead” to indicate that there is fog in the road ahead, “22 mph” to indicate that vehicle10is travelling at 22 mph, “closing speed is 22 mph” to indicate that a vehicle following vehicle10is closing in on vehicle10at a relative speed of 22 mph, etc.), customizable text, time-varying text, scrolling text, blinking text, and/or output of other shapes. The light output produced by light-based devices32may have multiple adjustable attributes (e.g., color, shape, intensity, duration, location, etc.) and any set of one or more of these attributes may be used in conveying information to a viewer. Wireless circuitry48may include radio-frequency transceiver circuitry and antennas for transmitting and receiving wireless signals. The signals may include, for example, short-range signals such as wireless local area network signals (WiFi® and Bluetooth® signals) and long-range signals (e.g., cellular telephone signals and other signals at frequencies of 700 MHz to 2700 MHz and/or other suitable frequencies). Wireless circuitry48may be used to communicate with nearby vehicles, sensors and beacons embedded along a roadway, satellites, cellular telephone networks, cellular telephones, wristwatches, and other wireless devices. The wireless devices with which wireless circuitry48communicates may be associated with a driver and passengers in vehicle10, passengers in other vehicles, pedestrians, other road users, or other people external to vehicle10. The wireless information that is transmitted and/or received by vehicle10using circuitry48may include warnings, vehicle occupant status information, vehicle status information for vehicle10or other vehicles such as vehicle10′ (e.g., orientation, position, speed, acceleration/deceleration, brake status information such as information on whether or not brakes are currently being applied, throttle status, autonomous driving mode information, etc.), or information on the operating environment of vehicle10. Operating environment information for vehicle10may include traffic information, weather information, temperature information, road condition information (as measured by sensors in vehicles and/or external sensors), information on the location, speed, and heading of pedestrians, information on the position of nearby objects, information on the positions of exits on highways, road locations, and other map information, safety alerts, broadcast messages, vehicle-to-vehicle wireless data informing vehicle10of the current and future operations of nearby vehicles, etc. Vehicle controls34may include control circuitry, actuators, and other systems for controlling vehicle operation. Vehicle controls34may include systems for steering, braking (manual brakes, emergency brakes, power-assisted brakes, drum brakes, disc brakes, regenerative brakes that use drive motors or other systems to recover energy and convert the kinetic energy of vehicle10into electrical energy stored in capacitors and/or batteries or that use other techniques for storing recovered energy, or other braking systems), accelerating (e.g., motors), shifting gears, adjusting interior and exterior lights, adjusting media system functions, controlling satellite navigation system operation, adjusting airbags, seatbelts, and other safety devices, controlling audio output, controlling electronic windows, door locks, the opening and closing of doors and hatches, windshield wipers, defrosters, and other climate controls, and systems for controlling and adjusting other operations during the operating of vehicle10. Vehicle controls34may be operated manually (e.g., based on input from input-devices46) and/or may be operated autonomously (e.g., using commands from control circuitry40during operations in an autonomous driving mode or a safety override mode). Using information from sensors30, user input from devices46and other input from devices42, and/or information received wirelessly from remote sources via wireless circuitry48, control circuitry40of vehicle10may take suitable actions. Actions that may be taken by vehicle10in response to information from sensors30, user input and other input, and/or wirelessly received information include transmitting wireless information (e.g., to electronic equipment such as equipment in vehicle10′, personal electronic devices in vehicle10′ or elsewhere, etc.), using vehicle controls34and other systems to autonomously drive or otherwise operate vehicle10, issuing alerts (e.g., warnings associated with braking, vehicle direction changes, vehicle speed, and other vehicle conditions), issuing warnings on road hazards, weather conditions, traffic, and other operating environment information, displaying greetings and good-by messages as a driver approaches vehicle10or leaves vehicle10, displaying advertisements and other commercial messages, and providing other output. Output may be supplied visually (e.g., by generating light-based output using light-based devices32), may be supplied audibly (e.g., using audio output devices36to issue a tone, synthesized voice, prerecorded message, or other audible output), or may be supplied using other techniques. Light-based devices32may be based on light-emitting diodes, or other sources of light. In some configurations, light-based devices32may be formed from light-emitting diodes or other light sources mounted adjacent to curved mirrors within clear plastic housings or other mounting structures (e.g., when forming headlights, etc.). If desired, light-based devices32may also have thin planar shapes (e.g., when light-based devices32are being mounted to windows14or over relatively large surface areas on body12of vehicle10). For example, light-based devices32may include flexible or rigid light-emitting panels formed from edge-lit light guide films, organic light-emitting diode substrates, backlit liquid crystal displays, or other planar light sources. Light-based devices32(e.g., light-emitting panels or other light sources) may be opaque or transparent. Opaque structures associated with light-based devices32may be used on portions of vehicle10such as opaque portions of body12or on portions of windows14that can be obscured without interfering with the fields of view of the occupants of vehicle10. Transparent light-based devices32may be placed on transparent portions of vehicle10such as portions of windows14. When not emitting light, transparent devices will not block the views of the occupants of vehicle10. FIGS.3-9are side views of illustrative light-based devices32. In the illustrative configuration ofFIG.3, light-based device32has one or more adjustable light regions60. Each region60may be individually controlled to adjust the intensity of emitted light62from that region. Each region60may contain a separate light source (e.g., a light-emitting diode formed from a semiconductor die, a thin-film light-emitting diode such as an organic light-emitting diode, an individually adjustable light-emitting region such as a backlit liquid crystal display region, or other light source region). Device32ofFIG.3may be opaque or transparent and may be mounted on a support structure that is opaque or transparent (see, e.g., support structure64). Device32may, if desired, have a planar configuration. Device32may include one or more transparent glass or polymer layers. For example, an array of organic light-emitting diodes may be formed on a clear polymer substrate. In configurations such as these, device32may be transparent. Device32may be mounted on a portion of vehicle10such as vehicle structure64. Structure64may be an opaque structure or a transparent structure. As an example, structure64may be a transparent structure such as a portion of windows14. In this type of arrangement, light66may pass through structure64and through device32, as shown inFIG.3. This may allow a driver or other occupant of vehicle10to look out of vehicle10through device32(e.g., through a window on which device32is mounted and through device32). Device32may be mounted on the inside or outside of a window, may be embedded within a window, may be mounted on an opaque body surface, or may be mounted elsewhere in vehicle10. If desired, an adjustable light modulating structure such as an electrically controllable mirror or other light modulator may be included in device32. In the example ofFIG.4, light-emitting device32is an edge-lit light guide that has been covered with an electrically controllable mirror such as mirror78. Mirror78may receive control signals from control circuitry40on input80. When placed in a transparent state, an occupant of vehicle10may see through mirror78, device32, and structure64(i.e., in a configuration in which structure64is transparent). When placed in a reflective state, mirror78will reflect light that is emitted from device32. For example, mirror78may ensure that light from device32is directed outwardly through structure64(e.g., a window of vehicle10) rather than being directed into the interior of vehicle10. If desired, mirror78may exhibit mirror-like reflections only in a narrow wavelength band so that mirror78remains transparent to most visible light in its reflective state. Device32may contain one or more light-emitting diodes. Light-emitting diodes such as light-emitting diode70ofFIG.4may emit light72that is coupled into one or more of the edges of light guide panel74. Light guide panel74may be formed from clear plastic panel, a thin flexible sheet of plastic (e.g., a plastic film), a glass structure, a layer of other transparent material, portions of window14, or other suitable light guide that guides light72that has been emitted from light-emitting diode70. Light may be guided in panel74in accordance with the principal of total internal reflection. Light extraction features may be formed in light guide74that direct light72outwardly from light guide74as illustrated by extracted light76. The light extraction features formed from surface irregularities, microbubbles, particles embedded within light guide panel74, and/or other structures that direct light. The light extraction features may be patterned to form icons, text, large or small pixels, or light-emitting areas with other shapes. The area covered by the light extraction features may be small or may be large so that relatively large areas of light may be produced using a modest number of light-emitting diodes70(as an example). The operation of light-emitting diodes70may be controlled by control circuitry40. When light-emitting diodes70are turned off, mirror78may be placed in its transparent state so that device32and mirror78do not block light. When light-emitting diodes70are turned on, mirror78may be placed in its reflective state to ensure that emitted light76from device32is only directed in desired directions (i.e., through structure64in the example ofFIG.4). Mirror78may exhibit reflectance in a broad band (e.g., over all visible wavelengths) so that mirror78is essentially opaque in its mirror state or may exhibit reflectance in only a particular narrow region of the visible light spectrum so that mirror78remains transparent in its reflective state. For example, if emitted light76from device32is red (e.g., to form brake light illumination), mirror78may be configured to exhibit a mirror-like behavior only in a narrow portion of the visible spectrum that overlaps the red light wavelengths associated with light76. Mirror78may be a cholesteric liquid crystal modulator or other suitable electrically controllable mirror. If desired, light may be selectively blocked using a light modulator panel that transitions between transparent and non-reflective opaque states. The use of a mirror-like light modulator such as a cholesteric liquid crystal modulator that selectively reflects red light is merely illustrative. If desired, light modulators (e.g., mirror78or other suitable electrically adjustable light modulators) may be used to selectively reflect or otherwise modulate the light that has been emitted from other types of light-based devices. In the example ofFIG.5, device32is a transparent organic light-emitting diode device or other transparent light source that emits light from one or more regions60. Each region60may, for example, include a respective light-emitting diode. Mirror78may be used to direct emitted light62through transparent vehicle structure64(e.g., a portion of windows14) when device32is in use and may be placed in a transparent mode when it is desired to maximize light transmission through device32and mirror78when device32is not in use. FIG.6is a side view of an illustrative light-based device that is based on a projector. As shown inFIG.6, light-based device32may contain light projector82. Light projector82may emit light84. Light84may include one or more individually controllable areas. An electrically controllable light diffuser such as light diffuser86may be mounted in the path of light84(e.g., on a vehicle structure64such as a transparent vehicle structure). Diffuser86may be a polymer dispersed liquid crystal panel or other structure that can exhibit transparent and translucent states. Control circuitry40may issue control signals to panel86on path88. When placed in its transparent state, panel86and structure64may be transparent and will not block a vehicle occupant's view through structure64(e.g., through windows14). Projector82may be off when panel86is transparent. When projector82is turned on, panel86may be placed in its translucent (light diffusing) state, which allows light84to be projected onto panel86. The light scattered from panel86may then be viewed by an occupant of a vehicle following vehicle10or other people outside of vehicle10. Light-based devices and light modulator structures such as devices32,78, and86ofFIGS.3,4,5, and6may be formed on interior surfaces of vehicle structure64, on exterior surfaces of vehicle structure64, may be embedded within a window or other vehicle structure64(e.g., a portion of body12), or may be mounted in other suitable configurations. Light may be emitted in large areas (e.g., to form a single-area brake light), may be emitted in patterns (e.g., to form icons and/or text), may be emitted in pixel arrays (e.g., to produce customizable text, icons, and/or other types of customized and/or variable output), or may be emitted using any other suitable arrangements. The example ofFIGS.3,4,5, and6are merely illustrative. FIG.7is a cross-sectional side view of an illustrative configuration for light-based device32based on a back-lit light guide. As shown inFIG.7, device32may contain one or more light-emitting diodes90(e.g., an array of individually controllable light-emitting diodes or one or more light-emitting diodes90that are operated in unison). Light-emitting diodes90may be mounted on a support structure such as heat sink92. Back-lit light guide94(e.g., a light guide formed from molded transparent plastic or other suitable light guiding structures) may be used to distribute light from light-emitting diodes90to respective portions of diffuser layer96(e.g., without forming gaps between respective portions). When light-emitting diodes90are turned on, diffuse light98may be emitted from the exposed surface of light-diffusing film96. In the illustrative example ofFIG.8, light-based device32has one or more light-emitting diodes90mounted within one or more respective mirrors100(e.g., curved mirrors) on heat sink92. Lenticular foil102may have downwardly facing reflective ridges that help homogenize light from light-emitting diodes90. During operation, device32may emit light98that has been produced by light-emitting diodes90and that has been directed outwardly through openings in foil102by mirror structures100and light homogenizing structures such as foil102. FIG.9is a cross-sectional side view of light-based device32in an arrangement in which light98from light-emitting diodes on heat sink92is directed upwardly through one or more diffusing layers96by mirrors100. Colors may be imparted to light-emitting diodes in regions60, light-emitting diodes70, light-emitting diodes in projector82, and/or light-emitting diodes90in devices32of the type shown inFIGS.7,8, and9using color filters, organic emissive material of desired colors, gratings, colored mirrors or diffusing layers, photoluminescent materials, or other suitable structures that impart emitted light from devices32with desired colors. During operation of vehicle10, a driver may press a brake pedal or supply other input with devices46. Control circuitry40may detect this user input or other input from input-output circuitry42(e.g., sensor inputs, wireless signals associated with vehicle-to-vehicle communications, etc.). Control circuitry40may then process the received data from the user and/or other sources and can take suitable actions. As an example, control circuitry40may issue a wireless message, may create an audible alert or other audio output, and/or may emit light that is viewable by an occupant of vehicle10using devices32. In some situations, control circuitry40may detect braking input or other input for which brake light output or other output on the rear of vehicle10is appropriate. Brake light output may be displayed using a single set of rear brake lights, may be displayed using a pair of rear-mounted brake lights on the left and right sides of vehicle10in combination with a higher brake light in the center of the rear of vehicle10(sometimes referred to as a center mounted high stop light), and/or may be displayed using one or more additional brake light regions (e.g., horizontal and/or vertical strips, portions of windows14, etc.). Brake light output may be displayed in an analog fashion, so that increases in braking input or other appropriate input results in correspondingly more brake light output and/or may be displayed in a stepwise fashion (e.g., so that predetermined amounts of brake light output are not provided until a brake pedal input or other input has exceeded a given threshold). If desired, brake light output may be accompanied by other forms of braking indicator output such as audio brake indicator output, wireless messages indicative of vehicle braking, or other braking indicator output from input-output circuitry42. The use of control circuitry40to produce brake light output in response to driver braking or other data is merely illustrative. To enhance safety, it may be desirable to provide output from vehicle10(e.g., braking light output or other output) in multiple levels (e.g., in a stepwise output arrangement). When the need for a warning is lowest (e.g., when a driver is not applying brakes), the output from vehicle10may be lowest (e.g., no brake lights may be illuminated, no audio output may be generated, and/or no wireless alerts may be generated). When the need for a warning is highest (e.g., in an emergency situation in which a driver is braking hard to avoid an accident), vehicle10may supply output from vehicle10in an elevated fashion (e.g., by producing a relatively large amount of braking light output or by otherwise enhancing the ability of a driver of a following vehicle or others outside of vehicle10to detect the output). In intermediate situations (e.g., in non-emergency situations in which the driver of vehicle10is braking a moderate amount), corresponding intermediate level(s) of warning may be produced (e.g., braking light may be supplied by vehicle10at one or more intermediate levels). Consider, as an example, the illustrative scenario ofFIGS.10,11,12, and13. In this example, vehicle10has brake lighting formed from light-based devices32in multiple different regions on the rear of vehicle10such as region110-1(e.g., a center mounted high stop light position), region110-2(a rear brake light position on body12), region110-3(a horizontal strip running across some or all of the rear of body12), and region110-4(some or all of the portion of rear window14R that is not covered by center mounted high stop light110-1). These locations of these regions and/or the patterns of light emitted in these regions may be customized by a driver or other user of vehicle10by supplying control circuitry40with text, images, graphics, voice input, menu selections, or other user input via input-output devices46. For example, a user of vehicle10may select from a menu of pre-approved brake light patterns for the rear of vehicle10in region110-3and/or other regions. Vehicle10ofFIGS.10,11,12, and13is shown in four different illustrative braking scenarios. In the scenario ofFIG.10, vehicle10is being driven normally and the driver of vehicle10is not pressing on the brake pedal of vehicle10. Because no brake light warning for following vehicles is needed in this situation, none of the brake light regions on the rear of vehicle10have been activated (i.e., the light-based devices32in regions110-1,110-2,110-3, and110-4of vehicle10ofFIG.1are all off). In the scenario ofFIG.11, the driver of vehicle10is pressing lightly on the brake pedal of vehicle10. As a result, more of the brake light regions on the rear of vehicle10have been lit. In particular, light-based devices32in regions110-2and110-1have been activated, so that regions110-1and110-2are illuminated and are producing brake light for the vehicle following vehicle10. Brake light illumination may be red or other suitable color that complies with brake lighting regulations. In the scenario ofFIG.12, the driver of vehicle10is braking more strongly than in the scenario ofFIG.11. In response to detecting this higher level of braking, control circuitry40illuminates more brake light regions such as horizontal strip region110-3ofFIG.12. An emergency braking scenario is illustrated inFIG.13. When control circuitry40detects heavy braking, control circuitry40can turn on all brake light regions on the rear of vehicle10. In theFIG.13scenario, brake light region110-4has been illuminated in addition to previously illuminated brake light regions110-1,110-2, and110-3. The presence of increasing levels of brake light illumination on the rear of vehicle10helps accurately inform the drivers of following vehicles of the current braking status of vehicle10. Because information on a variety of different braking levels is conveyed, the likelihood that these drivers will overreact or underreact to changes in the braking status of vehicle10is reduced. In the example ofFIGS.10,11,12, and13, one or more additional brake light areas were illuminated as progressively higher levels of braking were detected (e.g., as control circuitry40detected that the brake pedal in vehicle10was respectively pressed by less than a first threshold, by more than the first threshold, by more than a second threshold, and by more than a third threshold). If desired, the output of one or more of the light-based devices32associated with the brake light regions of vehicle10may be increased in a continuously variable (analog) manner (e.g., so that small changes up or down in the amount of applied brake pressure result in corresponding small changes up or down in the illumination of one or more brake light regions). Analog adjustments such as these may be used for one or the brake light regions on the rear of vehicle10, some of the brake light regions on the rear of vehicle10, or on all brake light regions. In addition to or instead of varying brake light intensity in an analog and/or binary fashion, other brake light attributes may be varied by controlling light-based devices32. Examples of brake light attributes that may be varied include: brake light color, brake light duration (e.g., blinking period), the content of a brake light pattern (e.g., the presence or absence of ancillary warnings such as text warnings or icon warnings), the location and/or number of brake light regions that are illuminated within a predetermined region, the content of a text warning message or other text message, brake light illumination blinking patterns (e.g., the order in which multiple different brake light regions are illuminated in sequence), etc. Braking status may also be conveyed by sending wireless messages (e.g., to inform the occupants of nearby vehicles of braking status), and/or by issuing audible alerts. Wireless messages may be sent to other vehicles such as vehicle10′ (e.g., a following vehicle) using vehicle-to-vehicle communications and/or may be conveyed to the cellular telephone, wristwatch, or other wireless device associated with pedestrians or others outside of vehicle10. FIG.14shows illustrative brake light output that may be provided using a segmented brake light region. Brake light region110R includes multiple individually controllable subregions110R′. Regions110R′ may be illuminated in a pattern that is responsive to the amount of braking of vehicle10that is detected by control circuitry40(e.g., using a brake pedal sensor). If no braking is detected, light-based devices32in regions110R′ may be turned off. If hard braking is detected, all of regions110-R′ in region110R may be illuminated. In the scenario ofFIG.14, an intermediate level of braking has been detected, so two of regions110R′ (i.e., regions112) have been illuminated. In the example ofFIG.15, regions110R′ have progressively increasing size, which helps visually convey the relative importance of each region when braking status information is being displayed. In addition to displaying brake light information on the rear of vehicle10, it may be desirable to display associated information such as vehicle speed, the relative speed between a vehicle following vehicle10and vehicle10(sometimes referred to as a closing speed), or other information related to the status of vehicle10. If desired, vehicle speed or relative vehicle speed may be displayed textually. In the example ofFIG.16, vehicle light region110on the rear of vehicle10has the shape of a gauge (e.g., a speedometer). The speed of vehicle10or the relative speed between a following vehicle and vehicle10may be displayed by arm116of the gauge. Arrangements of the type shown inFIGS.14,15, and16may be used in displaying vehicle speed, closing speed, position information, and/or other information (e.g., information in addition to or instead of braking information). As illustrated inFIG.17, a vehicle lighting area (e.g., area114) may be illuminated with progressively varying amounts of light (e.g., low light amount114A, moderate light amount114B, and large light amount114C). Light output and/or other output characteristics may be varied in a stepwise fashion and/or in an analog fashion. The lighting regions on vehicle10associated with light-based devices32may have any suitable pattern.FIG.18shows an illustrative solid pattern in which a single light-based device32has illuminated rectangular area120. The intensity of the illumination of area120may be adjusted to convey brake status information or other information. In the example ofFIG.19, lighting region122alternates (blinks) between an unilluminated state (state122A) and an illuminated state (state122B).FIG.20shows an illustrative lighting region (region124) that has multiple strip-shaped areas124-1,124-2,124-3,124-4, and124-5. These areas may be illuminated in sequence as with segmented region110R ofFIG.14, may be turned on and off in different patterns, may use a chasing lights pattern, may flash at one or more different frequencies, may have one or more different colors and/or intensities, and/or may use other illumination schemes to convey information. The example ofFIG.21shows how a lighting region for vehicle10such as region126may include icons and/or text. Text (e.g., alphanumeric characters) may contain static text information (e.g., “stopping” to indicate that vehicle10is stopping) or may contain information that is continuously updated (e.g., “current speed is 22 mph”). Non-vehicular information may also be displayed (e.g., “tornadoes in area,” “fog ahead on roadway,” “traffic congestion in 1 mile,” etc.). Icons in region126may include warning symbols (e.g., warning triangles, icons that include warning information within triangular boundaries, etc.). Text, graphics, video, and/or other information in a lighting region on vehicle10may be used to display vehicle status information such as the current speed of vehicle10(see, e.g., region128ofFIG.22) and/or the relative speed between vehicle10and a vehicle following vehicle10as determined by sensors18such as a lidar sensor, ultrasonic sensor, camera, speedometer, and/or other sensors that determine the speed of vehicle10and the relative speed of the following vehicle (see, e.g., region130ofFIG.23). If desired, warning information and/or other information may be displayed as a function of vehicle closing speed (relative speed), vehicle heading information, vehicle position, weather, other vehicle status and operating environment information, etc. Areas such as area114ofFIG.17, region110R ofFIG.15, a gauge-type indicator pattern such as brake light gauge110R ofFIG.16, regions such as regions110-1,110-2,110-3,110-4, region120ofFIG.18, region122ofFIG.19, region124ofFIG.20, and regions126,128, and130ofFIGS.21,22, and23, and other regions illuminated by light-based devices32in vehicle10may be formed on the rear of vehicle10, on the sides of vehicle10, on the roof of vehicle10, on the front of vehicle10, on windows14, on body12, on wheels18, and/or on other portions of vehicle10. These areas may be provided with text, solid patterns of light, light with adjustable colors, light that is displayed with a particular timing (e.g., flashing, etc.), light that has a stepwise varying intensity, light that has a continuously varying intensity, or other light-based output to convey information to viewers of vehicle10. The light-based output may be accompanied by sound output (tones, synthesized and/or pre-recorded voice, etc.) and/or wirelessly conveyed information (e.g., messages to vehicles, portable electronic devices, and other recipients with wireless receivers). Lighting regions may be used to convey information on braking status (e.g., whether or not brakes have been applied and, if so, how strongly they have been applied) or other vehicle status information (e.g., driving mode—autonomous or manual, vehicle speed, vehicle orientation, vehicle position, etc.), upcoming vehicle navigation information (e.g., whether vehicle10is about to exit the highway as determined by navigation system information in vehicle10or other data source), whether vehicle10has detected a pedestrian or other obstacle in its path and is about to stop, whether the control circuitry of vehicle10is predicting that vehicle10will potentially be struck by another vehicle or is subject to other collision risks, whether vehicle10is executing a stop, turn, acceleration-related maneuver, or other procedure, etc. If desired, the lighting regions displayed on vehicle10may be customized by a driver or other user of vehicle10. For example, control circuitry40may use input-output circuitry42to present the driver or other user with a selectable on-screen menu option or other selectable option (e.g., a voice command option, an option presented on an accessory device such as a cellular telephone or wristwatch that is wirelessly linked to vehicle10, etc.) so that the user can select between different lighting schemes for a given lighting region. As an example, a user may be presented with an opportunity to select between the patterns ofFIG.24(e.g., a square pattern such as region132, a stop-sign shaped pattern such as region134, and flame-shaped pattern such as region136). Once chosen, a selected pattern may be presented by light-based device32. As an example, a pattern selected from the illustrative pattern choices ofFIG.24may be displayed in a region such as region112-2or other region on the rear of vehicle10to serve as customized brake lights. Users can supply control circuitry40with customized text, customized icons, images that serve as output, custom colors, or other suitable customized patterns. The available options from which users can choose may satisfy applicable regulations on vehicle lighting. If desired, satellite navigation system information, user-supplied geographic information, or other location information may be used by control circuitry40to determine the current regulatory environment in which vehicle10is operating. Control circuitry40may then switch to a compliant output light pattern (e.g., a default pattern or an appropriate user-selected pattern) in the event that a given user-selected pattern becomes non-compliant as a user travels between different jurisdictions. If desired, vehicle exterior lighting may extend in a horizontal band around one or more sides of vehicle10or may otherwise be provided on the sides of vehicle10. As shown inFIGS.25and26, for example, lighting region140may extend along the sides of body12and across the front of body12(and, if desired, along the rear of body12as illustrated by lighting region110-3ofFIG.10). Lighting region140may contain light of varying intensity, flashing light, light of one or more colors, text, icons, or other information. As an example, lighting region140may display one type of information (color, text, icon, intensity, font, etc.) when vehicle10is being operated manually and may be display another type of information when vehicle10is being operated autonomously by control circuitry40. In this way, people in the vicinity of vehicle10may be informed when vehicle10is operating autonomously. Text, icons, or other information in region140may convey warnings to pedestrians, following vehicles, and others outside of vehicle10. Examples of information that may be conveyed includes messages such as “stopping,” “driving autonomously,” “about to turn right,” “accelerating,” “slippery road,” “stay in crosswalk,” etc. Greetings and good-by messages may be displayed. For example, sensors30may detect when a driver of vehicle10is approaching vehicle10from the outside of vehicle10and can display a greeting on light-based devices. Sensors30can track the location of the driver or other user of vehicle10as the user walks around vehicle10and can adjust the location of the displayed information accordingly. Good-by messages may be displayed to a driver as the driver leaves the vicinity of vehicle10. Commercial information (e.g., advertisements), public service announcements, reminders, messages associated with incoming emails, voice mails, and text messages (e.g., “you have three new messages”), other notifications (e.g., “wiper fluid is low—fill up before you drive”), and other content may be displayed on the exterior of vehicle10using light-based devices32. Warnings and other information may be generated as a result of user input to vehicle input devices such as input to a brake pedal, accelerator, steering wheel, or other input device, may be generated based on sensor input (e.g., lidar, cameras, and other object-detection sensors), may be based on navigation system information (e.g., information that reveals where vehicle10is driving autonomously or is being driven under manual control), may be based on wirelessly received vehicle-to-vehicle communications, may be based on other wireless data, or may be based on other information about vehicle status and the operating environment of vehicle10. Illustrative steps involved in operating vehicle10are shown inFIG.27. At step150, control circuitry40may gather information from a driver or other user of vehicle10(e.g., user input through a user input interface associated with selection of a custom lighting scheme for exterior vehicle lighting such as brake lighting or other lighting), may gather information from sensors18(e.g., brake sensors, accelerator pedal sensors, steering wheel sensors, sensors associated with other vehicle control input devices that receive user input, sensors that measure the external environment around vehicle10such as lidar sensors, cameras, etc., and other sensors18), and may gather information from wireless sources such as other vehicles10′, remote portable equipment (cellular telephones, wristwatch devices, etc.), satellite navigation system satellites, wireless road infrastructure, and other data sources. At step152, the sensor data and other data may be processed. For example, control circuitry40may determine how strongly a driver is applying a brake pedal, may determine how much a driver is accelerating, may determine the orientation, speed, and position of vehicle10, may determine the relative speed between vehicle10and a following vehicle (e.g., vehicle10′) may determine the orientations, speeds, and locations of pedestrians and others outside of the body of vehicle10, cyclists, and other vehicles relative to vehicle10, may determine whether vehicle10is about to turn, whether there is risk that vehicle10will collide with an object (e.g., whether vehicle10is on a collision course with another vehicle), whether vehicle10has been switched into or out of autonomous mode, whether vehicle10is about to stop, may determine whether pedestrians or others outside of vehicle10are in the path of vehicle10, may track the location(s) of one or more people outside of vehicle10(e.g., a driver who is approaching vehicle10and or who is departing vehicle10after a drive) and may make other determinations on the current status of vehicle10, the predicted behavior of vehicle10, the movement and position of vehicle10relative to other vehicles and pedestrians, weather and road conditions, the movement of people in the vicinity of vehicle10, and other information on vehicle status and the operating environment for vehicle10. Information on incoming wireless messages and other status information may also be gathered. At step154, the determinations of step152may be used by control circuitry40in generating warnings and other output (e.g., text and/or icons that serve as greetings, good-by messages, status information, notifications, reminders, advertisements, public service announcements, etc). The output may be supplied to the occupants of vehicle10and to the occupants of other vehicles, pedestrians, cyclists, people walking around vehicle10(whose locations can be tracked using sensors30such as cameras, radar, lidar, proximity sensors, etc.) and others outside of vehicle10. Output may be supplied wirelessly (e.g., in the form of messages to personal electronic devices associated with message recipients), may be supplied audibly (e.g., by issuing an alert using speakers in vehicle10), and/or may be issued using light emitted from light-based devices32. Light-based devices32may emit light from the rear of vehicle10(e.g., light in one or more brake light regions) or may emit light from the roof, front, sides, or wheels of vehicle10). The light that is emitted may be emitted in a stepwise fashion (e.g., with increasing numbers of light-emitting regions such as increasing numbers of brake light regions being added with increasing braking or other activity and/or with a stepwise increase in emitted light intensity or other output characteristics), may be emitted in an analog fashion (e.g., so that each variation in brake intensity or other change results in a corresponding variation in light-based output), and/or may involve other visual changes (changes in color, pattern, light duration, text content, icon content, etc.). Visible output from light-based devices32may be used to provide information on the status of the brakes of vehicle10and the operation of other vehicle controls, potential collision risks (e.g., collision risks related to differences in speed between vehicle10and other vehicles and/or distances between vehicle10and other vehicles, collision risks due to the projected path of vehicle10and the locations and trajectories of objects near to this projected path, etc.), information on the intended route of vehicle10, autonomous mode status information, greetings, advertisements, notifications, reminders, information about incoming message status, public service announcements, and other information produced during the processing operations of step152. As an example, when vehicle10detects that a person has arrived in the vicinity of vehicle10, text for a greeting message may be displayed on a portion of light-based devices32that is visible to the detected person. As indicated by line156, operations may loop back to step150after step152(i.e., data gathering, data processing, and output generation operations may be performed continuously). The foregoing is merely illustrative and various modifications can be made by those skilled in the art without departing from the scope and spirit of the described embodiments. The foregoing embodiments may be implemented individually or in any combination. | 55,282 |
11858414 | DETAILED DESCRIPTION First Embodiment Hereinafter, a first embodiment of an attention calling device according to the present disclosure will be described with reference to the drawings. Overall Configuration of Attention Calling Device First, an overall configuration of an attention calling device50awill be described with reference toFIG.1.FIG.1is a diagram illustrating a schematic configuration of a vehicle equipped with the attention calling device according to the first embodiment. Note thatFIG.1illustrates respective states of the vehicle when viewed from side and when viewed from above. The attention calling device50apresents information for calling attention of an occupant of the vehicle10, e.g., a driver, to an obstacle requiring attention in front of the vehicle10. In particular, the attention calling device50aof the present embodiment calls attention of the occupant of the vehicle10to an obstacle that needs to be noticed early, particularly at night, by controlling radiation characteristics of headlights12of the vehicle10so that the obstacle is illuminated. As illustrated inFIG.1, the vehicle10includes a pair of headlights12at front ends thereof. The headlights12include a left headlight12L provided at a left-front end of the vehicle10and a right headlight12R provided at a right-front end of the vehicle10. Note that the vehicle10is an example of a moving object in the present disclosure. Based on an instruction of the attention calling device50a, the headlights12are each independently controlled as to the radiation characteristics of the left headlight12L and the right headlight12R, e.g., a light distribution direction, a light distribution angle, a light distribution pattern, an amount of light emission, and whether to turn on or off the headlight. This control causes the headlights12to more brightly illuminate as many obstacles as possible while securing a good field of view ahead on a travel lane. Further, this control makes it possible to illuminate each obstacle brightly even when the obstacle requiring attention is located at a distant position. The vehicle10includes a plurality of cameras14. In an example ofFIG.1, a camera14is installed near a roof in the interior of the vehicle to capture an image in front of vehicle10through a windshield. In addition, a plurality of cameras14are installed on a front bumper of the vehicle10, and each of the cameras14captures an image in front of the vehicle10from the position of the front bumper. Based on the images captured by the plurality of cameras14, a travel lane region, a shoulder region, and an opposite lane region are all monitored when the vehicle10is traveling. Note that although it is illustrated in the example ofFIG.1that three cameras14are installed, the number of cameras14is not limited to three. That is, in a case where the camera14installed near the roof in the interior of the vehicle is capable of monitoring all the above-described regions, only one camera may be included. In addition, four or more cameras14may be provided. Further, the installation locations of the cameras14are also not limited to the example ofFIG.1. That is, the cameras14may be installed at any locations as long as all the above-described regions can be monitored. Note that the camera14includes a solid-state imaging element such as a CCD sensor or a CMOS sensor. The solid-state imaging element has sensitivity to a visible light region to a near-infrared light region. Note that a camera14including an imaging element having sensitivity to a far-infrared light region, capable of monitoring a human or an animal and a target having a warm body with high sensitivity, may be used. The attention calling device50aacquires the image captured by the camera14, and detects an obstacle in the image. This will be described in detail later (seeFIG.6). In addition, the vehicle10includes a plurality of distance measuring sensors16. The distance measuring sensor16is, for example, a millimeter wave radar, a LIDER, an ultrasonic sensor, or the like. In the example ofFIG.1, the plurality of distance measuring sensors16are installed on the front bumper of the vehicle10toward different directions, respectively. These distance measuring sensors16measure distances to targets present in the travel lane region, the shoulder region, and the opposite lane region when the vehicle10is traveling. The attention calling device50adetects an obstacle by acquiring the distance to the target measured by the distance measuring sensor16. This will be described in detail later (seeFIG.6). An antenna17and a GPS antenna18are installed in the vicinity of a dashboard of the vehicle10. The antenna17receives a radio wave transmitted from a beacon post installed on the shoulder. Note that the radio wave transmitted from the beacon post includes information regarding a position of a pedestrian present near the vehicle10and a position of another vehicle present in the vicinity of the vehicle10. For example, a radio wave tag carried by the pedestrian transmits information including a position of the radio wave tag to a roadside machine not illustrated inFIG.1. The roadside machine transmits the received position of the radio wave tag from the beacon post to the vehicle10. Similarly, information on positions of other vehicles transmitted from the other vehicles to the roadside machine is also transmitted from the beacon post to the vehicle10. In addition to the antenna17and the GPS antenna18, a mobile communication antenna for mobile communication system such as a fifth-generation (5G) may be provided. This makes it possible to, for example, receive information regarding a position of an obstacle or the like detected by another vehicle via a cloud or a server. In addition, a potential risk calculation model (seeFIG.6) to be described later can be updated via the cloud or the server. The attention calling device50adetects an obstacle by acquiring the position of the pedestrian or another vehicle received by an antenna17. This will be described in detail later (seeFIG.6). The GPS antenna18receives a GPS signal transmitted from a GPS satellite. The attention calling device50aidentifies a current position and traveling direction of the vehicle10by analyzing the GPS signal received by the GPS antenna18. Note that a method of identifying the current position and traveling direction of the vehicle by analyzing the GPS signal has been widely in practical use in a car navigation system, and thus, the detailed description thereof will be omitted. Operation Scene of Attention Calling Device Next, objects to which the attention calling device50acalls attention in the present embodiment will be described with reference toFIG.2.FIG.2is a diagram illustrating objects to which attention is called by the attention calling device according to the first embodiment. FIG.2schematically illustrates a typical nighttime traveling scene of the vehicle10. That is, the vehicle10is traveling in a travel lane47of a road49having one lane each way. A preceding vehicle40is traveling in front of the vehicle10. In an opposite lane48, an opposite vehicle42is traveling in a direction to approach the vehicle10. There are pedestrians44and46outside the travel lane47of the road49. The pedestrian44is walking outside the road. The pedestrian46is a so-called a rushing-out pedestrian who is running from the outside of the road toward the travel lane47. The headlights12(12L and12R) of the vehicle10are in a turn-on state. The left headlight12L radiates light in a radiation range13L. The right headlight12R radiates light in a radiation range13R. Note that actual road circumstance is more complicated, and there is a stationary vehicle stopped on the shoulder, a bicycle traveling on the shoulder or on the travel lane, or the like. In order to simplify the description, the preceding vehicle40, the opposite vehicle42, and the pedestrians44and46illustrated inFIG.2are targets to which the attention calling device50aof the present embodiment calls attention. Note that the number of targets to which attention is called may be increased by using a potential risk determination method (seeFIG.6) to be described later. Operation Example (1) of Attention Calling Device Next, an operation example of the attention calling device50ain the scene ofFIG.2will be described with reference toFIG.3.FIG.3is a first diagram illustrating a specific example in which attention is called by the attention calling device according to the first embodiment. The attention calling device50adetermines that there are potential risks in the scene ofFIG.2in the following descending order of degree of potential risk: the pedestrian46(rushing-out pedestrian), the pedestrian44, the preceding vehicle40, and the opposite vehicle42. Then, the attention calling device50acontrols light distribution states of the headlights12of the vehicle10to brightly illuminate an obstacle whose potential risk exceeds a predetermined value. That is, the left headlight12L is controlled to illuminate the pedestrian46and the pedestrian44. Specifically, the attention calling device50acontrols a radiation direction and a radiation range of the left headlight12L so that a region including the pedestrian46and the pedestrian44is illuminated. This control causes the left headlight12L of the vehicle10to radiate light in a radiation range13L illustrated inFIG.3. In addition, the attention calling device50acontrols the right headlight12R to illuminate the preceding vehicle40. This control causes the right headlight12R of the vehicle10to radiate light in a radiation range13R illustrated inFIG.3. Operation Example (2) of Attention Calling Device Next, a second operation example of the attention calling device50awill be described with reference toFIG.4.FIG.4is a second diagram illustrating a specific example in which attention is called by the attention calling device according to the first embodiment. In the example ofFIG.4, the opposite vehicle42is traveling beyond the opposite lane48. In addition, the pedestrians44and46are on the shoulder of the travel lane47as in the case ofFIG.3. The pedestrian46is a rushing-out pedestrian. The attention calling device50adetermines that there are potential risks in the scene ofFIG.4in the following descending order of degree of potential risk: the pedestrian46(rushing-out pedestrian), the opposite vehicle42, and the pedestrian44. Then, the attention calling device50acontrols a radiation direction and an radiation range of the left headlight12L so that a region including the pedestrian46and the pedestrian44is illuminated. In addition, the attention calling device50acontrols a radiation direction and an radiation range of the right headlight12R such that a region including the opposite vehicle42is illuminated. Further, the attention calling device50aperforms control to cause both road surfaces in traveling directions of the opposite vehicle42and the vehicle10to be illuminated together by expanding the radiation range of the right headlight12R to cause the headlights12to emit light in front of the vehicle10as well. Operation Example (3) of Attention Calling Device Next, a third operation example of the attention calling device50awill be described with reference toFIG.5.FIG.5is a third diagram illustrating a specific example in which attention is called by the attention calling device according to the first embodiment. In the example ofFIG.5, the pedestrians44and46are on the shoulder of the travel lane47as in the cases ofFIGS.3and4. The pedestrian46is a rushing-out pedestrian. On the other hand, there are no obstacles in front of the vehicle10and on the opposite lane48. The attention calling device50adetermines that there are potential risks in the scene ofFIG.5in the following descending order of degree of potential risk: the pedestrian46(rushing-out pedestrian) and the pedestrian44. Then, the attention calling device50acontrols a radiation direction and a radiation range of the left headlight12L so that a region including the pedestrian46and the pedestrian44is illuminated. Further, the attention calling device50acontrols a radiation range of the right headlight12R to be directed forward of the vehicle10, so that no attention in the forward direction of the vehicle10is prevented. Note that the method of calling attention of the occupant of the vehicle10is not limited to the light distribution control of the headlights12. For example, information for calling attention may be presented on a head-up display (HUD) of the vehicle10. In addition, a warning sound may be output together with the light distribution control of the headlights12or the display of the information for calling attention on the HUD. Potential Risk Calculation Method Next, a method of calculating a potential risk R by the attention calling device50awill be described with reference toFIG.6.FIG.6is a diagram illustrating a method of calculating a magnitude of a potential risk by the attention calling device according to the first embodiment. Here, the method of calculating the potential risk using a neural network will be described. Examples of the method of calculating the potential risk may include a calculation method based on a mathematical rule base. The attention calling device50astores a potential risk calculation model60generated in advance by learning such as deep learning. The potential risk calculation model60is, for example, a model receiving surrounding environment information I acquired from the cameras14, the distance measuring sensors16, and the antenna17as an input and outputting a potential risk R of each detected obstacle, that is, a degree to which attention needs to be paid. In the example illustrated inFIG.6, the potential risk calculation model60is configured by a neural network including an input layer60a, an intermediate layer60b, and an output layer60c. The neural network is a mathematical model imitating a human neural network. The surrounding environment information I acquired from the cameras14, the distance measuring sensors16, and the antenna17is input to the input layer60a. More specifically, the input layer60aincludes four input units61,62,63, and64. Information regarding types of obstacles, specifically numerical values respectively corresponding to the preceding vehicle40, the opposite vehicle42, and the pedestrians44and46, are input to the input unit61. Note that the attention calling device50aidentifies the types of obstacles by analyzing the surrounding environment information I acquired from the cameras14, the distance measuring sensors16, the antenna17, and the like. Specifically, the types of obstacles are recognized by image template matching or pattern recognition using deep learning or the like. In this way, potential risks R can be calculated in a state where the types of obstacles as targets to which attention is called, such as a stopped vehicle and a bicycle, are further expanded as long as the types of obstacles can be recognized. Information regarding positions of the obstacles is input to the input unit62. The attention calling device50acalculates the information regarding the positions of the obstacles based on the surrounding environment information I acquired from the cameras14, the distance measuring sensors16, the antenna17, and the like. Note that, since the positions of the obstacles change according to a moving state of the vehicle10, the attention calling device50acorrects the positions of the obstacles included in the surrounding environment information I based on the surrounding environment information I and the moving state of the vehicle10, for example, a moving speed and a moving direction of the vehicle10. Then, the information regarding the positions of the obstacles is generated by identifying the positions at which the obstacles are present in a world coordinate system including the vehicle10and the road49. Information regarding moving directions of the obstacles is input to the input unit63. The information regarding the moving directions of the obstacles is calculated by the attention calling device50adetecting, for example, directions in which the above-described information regarding the positions of the obstacles shifts as time elapses. Information regarding moving speeds of the obstacles is input to the input unit64. The information regarding the moving speeds of the obstacles is calculated by the attention calling device50adetecting, for example, speeds at which the above-described information regarding the positions of the obstacles shifts as time elapses. Each of the numerical values input to the input layer60ais output to the intermediate layer60b. At this time, the numerical values output from the input layer60aare integrated with weighting coefficients w1, w2, w3, w4, w5, w6, w7, and w8 given to branches connecting the input units61,62,63, and64to intermediate units65and66of the intermediate layer60b. The integrated numerical values are input to the intermediate layer60b. The intermediate layer60bincludes two intermediate units65and66. The numerical values output from the input units61,62,63, and64are input to the intermediate unit65after being integrated with the weighting coefficients w1, w2, w3, and w4, respectively. The numerical values output from the input units61,62,63, and64are input to the intermediate unit66after being integrated with the weighting coefficients w5, w6, w7, and w8, respectively. The intermediate units65and66add up the numerical values input from the input units61,62,63, and64to the intermediate units65and66. A numerical value obtained through the adding-up is output to the output layer60c. The numerical values output from the intermediate layer60bare integrated with weighting coefficients w9 and w10 given to branches connecting the intermediate units65and66to an output unit67of the output layer60c, respectively. The integrated numerical values are input to the output layer60c. The output unit67includes one output unit67. The numerical values output from the intermediate units65and66are input to the output unit67after being integrated with the weighting coefficients w9 and w10, respectively. The output unit67adds up the numerical values input from the intermediate units65and66to the output unit67. Then, the output unit67outputs a numerical value obtained through the adding-up. The numerical value output by the output unit67is a potential risk R. The potential risk R is normalized to, for example, a numerical value between 0 and 100. The larger the numerical value, the higher the potential risk. Next, an example in which the potential risk R is calculated will be described. For example, it is assumed that, by analyzing the surrounding environment information I acquired from the cameras14, the distance measuring sensors16, and the antenna17, the following information is obtained for a certain obstacle: type a of obstacle=20, position b of obstacle=12, moving direction c of obstacle=50, and moving speed d of obstacle=40. In addition, it is assumed that the weighting coefficients of the network are w1=0.7, w2=0.5, w3=0, w4=0, w5=0, w6=0.8, w7=0.9, w8=0.5, w9=1, and w10=1. In this case, the potential risk calculation model60calculates the potential risk R of the obstacle according to (Equation 1). R=(a*w1+b*w2)+(b*w6+c*w7+d*w8)=95 (Equation 1) The potential risk R calculated according to (Equation 1) is nearly a maximum value, and the corresponding obstacle is determined as an obstacle to which a very high degree of attention needs to be paid. In the potential risk calculation model60, the weighting coefficients w1 to w10 of the network are optimized by learning states of many obstacles and potential risks R of the obstacles in advance. Note that the potential risk R can also be calculated using only the information regarding, for example, the position of the obstacle instead of the potential risk calculation model60illustrated inFIG.6. In this case, a simplified potential risk calculation model60is used. That is, the input unit61for inputting the information regarding type is unnecessary. Then, the information regarding the positions of the obstacles is input to the input unit62. Then, directions in which the positions of the obstacles shift as time elapses are input to the input unit63. Directions in which the positions of the obstacles shift as time elapses are input to the input unit64. Next, an example of how to call attention to a corresponding obstacle according to a value of a potential risk R will be described. When the potential risk R is 90 or more, the attention calling device50adetermines that it is necessary to immediately pay attention to the corresponding obstacle. At this time, the attention calling device50amost preferentially controls the radiation characteristics of the headlights12to project light to an obstacle to which attention needs to be paid. Note that when the vehicle10has an automatic braking function, the vehicle10may be automatically decelerated by operating the automatic brake. In addition, when the vehicle10has an automatic steering function, a traveling direction may be controlled to avoid an obstacle by controlling a steering angle of the vehicle10. When the potential risk R is 70 or more and less than 90, the attention calling device50adetermines that it is necessary to pay attention to the corresponding obstacle. At this time, the attention calling device50acontrols the radiation characteristics of the headlights12to project light to an obstacle to which attention needs to be paid. Note that, at this time, a warning sound may be output by a buzzer or a chime mounted on the vehicle10. In addition, information (e.g., a caution symbol) for calling attention may be displayed on the head-up display (HUD) mounted on the vehicle10. When the potential risk R is greater than 30 and less than 70, the attention calling device50adetermines that the corresponding obstacle requires attention. At this time, the attention calling device50acontrols the radiation characteristics of the headlights12to project an obstacle requiring attention. When the potential risk R is 30 or less, the attention calling device50adetermines that there is no obstacle or no attention needs to be paid even though there is an obstacle. At this time, the attention calling device50anormally projects light from the headlights12of the vehicle10. The attention calling device50acalls attention based on the value of the potential risk R of each of the obstacles detected as described above. Hardware Configuration of Attention Calling Device Next, a hardware configuration of the attention calling device50awill be described with reference toFIG.7.FIG.7is a hardware block diagram illustrating an example of the hardware configuration of the attention calling device according to the first embodiment. The attention calling device50aincludes an electronic control unit (ECU)20, a sensor controller24, a receiver26, a GPS receiver28, a headlight controller30, a center monitor32, and a head-up display (HUD)34. These units are connected to each other by a bus22. The ECU20is configured as a computer including, for example, a central processing unit (CPU)20a, which is an example of a hardware processor, a random access memory (RAM)20b, and a read only memory (ROM)20c. Note that the ECU20may include a storage device20dconfigured as a hard disk drive (HDD) or the like. In addition, the ECU20includes an input/output (I/O) port20ecapable of transmitting and receiving detection signals and various types of information to and from various sensors and the like. Each of the RAM20b, the ROM20c, the storage device20d, and the I/O port20eof the ECU20is configured to transmit and receive various types of information to and from the CPU20avia, for example, an internal bus. The ECU20controls various processes performed by the attention calling device50aby causing the CPU20ato execute programs installed in the ROM20c. Note that the programs to be executed by the attention calling device50aof the present embodiment may be provided in a state where the programs are built in the ROM20cin advance, or may be provided in a state where the programs are recorded in a computer-readable recording medium such as a CD-ROM, a flexible disk (FD), a CD-R, or a digital versatile disk (DVD) as a file in an installable format or in an executable format. Further, the programs to be executed by the attention calling device50aof the present embodiment may be configured to be provided by being downloaded via a network such as the Internet in a state where the programs are stored on a computer connected to the network. In addition, the programs to be executed by the attention calling device50aof the present embodiment may be provided or distributed via a network such as the Internet. The storage device20dstores map data used to identify a current position of the vehicle10, weighting coefficients w1 to w10 of the potential risk calculation model60that has finished learning, and the like. The sensor controller24controls operations of the cameras14and the distance measuring sensors16. In addition, the sensor controller24acquires images captured by the cameras14and distance data measured by the distance measuring sensors16, and transmits the acquired images and data to the ECU20. The receiver26acquires positions of pedestrians and other vehicles received by the antenna17and transmits the acquired positions to the ECU20. The GPS receiver28acquires a GPS signal transmitted from the GPS satellite and transmits the received GPS signal to the ECU20. The GPS signal is used to identify a current position and a traveling direction of the vehicle10. The headlight controller30forms predetermined radiation characteristics by independently controlling the left headlight12L and the right headlight12R based on an instruction from the ECU20. The center monitor32is installed in a center console of the vehicle10, and displays a map around the vehicle10, an operation state, an operation screen or the like of an air conditioner, an audio, and the like. In addition, as will be described later in a modification of the first embodiment, the center monitor32displays an obstacle particularly requiring attention to be emphasized in an image captured by the camera14in the forward direction of the vehicle. The head-up display34(hereinafter referred to as HUD34) displays vehicle information such as a vehicle speed, route guidance information, and the like to be projected on the windshield of vehicle10. In addition, as will be described later in a modification of the first embodiment, the HUD34displays an obstacle particularly requiring attention in an emphasized manner. Functional Configuration of Attention Calling Device Next, a functional configuration of the attention calling device50awill be described with reference toFIG.8.FIG.8is a functional block diagram illustrating an example of the functional configuration of the attention calling device according to the first embodiment. The ECU20of the attention calling device50acauses the RAM20bto develop a control program, which is stored in the ECU20, and causes the CPU20ato operate the control program, thereby implementing a surrounding environment information acquisition unit71, a potential risk calculation unit72, a light distribution state determination unit73, and a light distribution control unit74illustrated inFIG.8as functional units. The surrounding environment information acquisition unit71acquires information regarding obstacles around the vehicle10(moving object). Note that the surrounding environment information acquisition unit71is an example of an acquisition unit in the present disclosure. More specifically, the surrounding environment information acquisition unit71acquires types, positions, moving directions, and moving speeds of obstacles present around the vehicle10, based on images captured by the cameras14, distance data measured by the distance measuring sensors16, and positions of pedestrians and other vehicles acquired by the antenna17, all of which are included in the vehicle10. The technology for combining the information acquired by the plurality of sensors as described above is called sensor fusion, and is capable of improving accuracy in detecting a target, which is an obstacle in the present embodiment. Note that, since many methods for acquiring the information regarding the obstacles based on the information acquired from the cameras14, the distance measuring sensors16, and the antenna17have been proposed recently, any of these methods may be used. The potential risk calculation unit72calculates respective potential risks R of the obstacles around the vehicle10based on the information regarding the obstacles acquired by the surrounding environment information acquisition unit71and the moving state, for example, a moving speed and a moving direction, of the vehicle10. Note that the potential risk calculation unit72is an example of a calculation unit in the present disclosure. The light distribution state determination unit73determines radiation characteristics of the headlights12based on the potential risks R calculated by the potential risk calculation unit72. For example, the light distribution state determination unit73determines the radiation characteristics to cover obstacles having potential risks R exceeding a predetermined value. Note that the radiation characteristics determined by the light distribution state determination unit73also includes illuminating an area of the travel lane47on which the vehicle10is traveling. The light distribution control unit74controls the radiation characteristics of the headlights12based on a light distribution pattern determined by the light distribution state determination unit73. An obstacle having a potential risk R exceeding a predetermined value depending on the radiation characteristics controlled by the light distribution control unit74, that is, an obstacle particularly requiring attention, is emphasized when presented to the occupant of the vehicle10. Note that the light distribution control unit74is an example of an information presentation unit in the present disclosure. Flow of Process Performed by Attention Calling Device Next, a flow of a process performed by the attention calling device50awill be described with reference toFIG.9.FIG.9is a flowchart illustrating an example of the flow of the process performed by the attention calling device according to the first embodiment. The light distribution control unit74causes the headlights12to emit light with default radiation characteristics (Step S11). The surrounding environment information acquisition unit71acquires surrounding environment information I (seeFIG.6) of the vehicle10(Step S12). Then, the surrounding environment information acquisition unit71detects an obstacle present around the vehicle10from the acquired surrounding environment information I (Step S13). Further, the surrounding environment information acquisition unit71identifies a type, a position, a moving direction, and a moving speed of each obstacle detected in Step S13(Step S14). Then, the surrounding environment information acquisition unit71determines whether there is an obstacle within a predetermined range of the travel lane47of the vehicle10(Step S15). Here, the predetermined range of the travel lane47of the vehicle10includes a region of the travel lane47, a region of the shoulder, and a region of the opposite lane48. When it is determined that there is an obstacle within the predetermined range of the travel lane47of the vehicle10(Step S15: Yes), the process proceeds to Step S16. On the other hand, when it is not determined that there is an obstacle within the predetermined range of the travel lane47of the vehicle10(Step S15: No), the process returns to Step S11. When it is determined in Step S15that there is an obstacle within the predetermined range of the travel lane47of the vehicle10, the potential risk calculation unit72calculates a potential risk R of each obstacle within the predetermined range of the travel lane47of the vehicle10(Step S16). The method of calculating the potential risk R is as described above (seeFIG.6). Subsequently, the potential risk calculation unit72determines whether there is an obstacle whose potential risk R exceeds a predetermined value (e.g., 30) (Step S17). When it is determined that there is an obstacle whose potential risk R exceeds the predetermined value (Step S17: Yes), the process proceeds to Step S18. On the other hand, when it is not determined that there is an obstacle whose potential risk R exceeds the predetermined value (Step S17: No), the process returns to Step S11. When it is determined in Step S17that there is an obstacle whose potential risk R exceeds the predetermined value, the light distribution state determination unit73determines radiation characteristics of the headlights12(Step S18). The light distribution control unit74independently controls radiation characteristics of the left headlight12L and the right headlight12R by controlling the headlight controller30, such that the radiation characteristics determined by the light distribution state determination unit73in Step S18are realized. Thereafter, the attention calling device50aends the process ofFIG.9. Effect of First Embodiment As described above, in the attention calling device50aaccording to the first embodiment, the surrounding environment information acquisition unit71(acquisition unit) acquires information regarding obstacles around the vehicle10(moving object) detected by the sensors included in the vehicle10. The potential risk calculation unit72(calculation unit) calculates a potential risk R, which is a degree to which attention needs to be paid, for each of the obstacles around the vehicle10, based on the information regarding the obstacles acquired by the surrounding environment information acquisition unit71and the moving state of the vehicle10. Then, the light distribution control unit74(information presentation unit) presents to the occupant of the vehicle10information for calling attention to an obstacle whose potential risk R exceeds a predetermined value, based on the respective potential risks R of the obstacles calculated by the potential risk calculation unit72. Therefore, when there is an obstacle having a high potential risk R in the moving direction of the vehicle10, it is possible to appropriately call attention of the occupant of the vehicle10. In addition, in the attention calling device50aaccording to the first embodiment, the light distribution control unit74(information presentation unit) controls the radiation characteristics of the headlights12of the vehicle10according to the position of the obstacle whose potential risk R exceeds the predetermined value. Therefore, it is possible to call attention of the occupant of the vehicle10to an obstacle having a high potential risk R, which particularly requires attention. Accordingly, the occupant of the vehicle10can be prevented from overlooking the corresponding obstacle. In addition, in the attention calling device50aaccording to the first embodiment, the light distribution control unit74(information presentation unit) directs radiation directions of the headlights12(12L and12R) toward an obstacle whose potential risk R exceeds the predetermined value. Therefore, it is possible to call attention of the occupant of the vehicle10to an obstacle having a high potential risk R, which particularly requires attention. In addition, in the attention calling device50aaccording to the first embodiment, the light distribution control unit74(information presentation unit) changes the light distribution of the headlights12(12L and12R) such that their illuminance is higher toward an obstacle whose potential risk R exceeds the predetermined value. Therefore, it is possible to call attention of the occupant of the vehicle10to an obstacle having a high potential risk R, which particularly requires attention. In addition, in the attention calling device50aaccording to the first embodiment, the information regarding obstacles includes at least positions of the obstacles. Therefore, since moving directions and moving speeds of obstacles can be estimated by obtaining temporal changes in position of the obstacles, an obstacle having a high potential risk R can be detected with a small amount of data. In addition, in the attention calling device50aaccording to the first embodiment, the information regarding obstacles includes types, positions, moving directions, and moving speeds of the obstacles. Therefore, an obstacle having a high potential risk R, like the rushing-out pedestrian46, can also be reliably detected. In addition, in the attention calling device50aaccording to the first embodiment, the moving state of the vehicle10(moving object) includes at least a moving speed and a moving direction of the vehicle10. Therefore, an obstacle around the vehicle10can be detected without resort to the moving state of the vehicle10. Modification of First Embodiment Next, a modification of the attention calling device50adescribed above will be described. The attention calling device50adescribed here has not only a function of causing the headlights12to emit light toward an obstacle particularly requiring attention but also a function of informing the occupant of the vehicle10of the position of the obstacle particularly requiring attention. First, a state in which the attention calling device50aaccording to the modification of the first embodiment is mounted on the vehicle10will be described with reference toFIG.10.FIG.10is a schematic diagram illustrating a state in which the attention calling device according to the modification of the first embodiment is mounted on the vehicle. The attention calling device50aaccording to the modification of the first embodiment displays a position of an obstacle particularly requiring attention on the center monitor32or on a display area34aof the HUD34(seeFIGS.11and12). Note that the attention calling device50afurther includes a camera14illustrated inFIG.10in addition to the above-described hardware configuration of the attention calling device50a. The camera14is installed on a meter cluster of the vehicle10to face a driver's face to capture an image including driver's eyes. The attention calling device50adetects a position of the driver's eyes from the image captured by the camera14. Then, based on the position of the driver's eyes, information for emphasizing the position of the obstacle particularly requiring attention, which has been detected by the attention calling device50a, is displayed on the display area84a. This will be described in detail later (seeFIG.12). Operation Example (1) of Modification of First Embodiment Next, a first operation example of the attention calling device50aaccording to the modification of the first embodiment will be described with reference toFIG.11.FIG.11is a first diagram illustrating an example in which attention is called according to the modification of the first embodiment. The attention calling device50adisplays images captured by the cameras14on the center monitor32in real time. Note that since the plurality of cameras14are installed on the vehicle10, the attention calling device50apanoramically combines the images captured by the plurality of cameras14into one image and displays the combined image on the center monitor32. Further, the attention calling device50adisplays a position of an obstacle whose potential risk R exceeds a predetermined value, that is, an obstacle particularly requiring attention, in a superimposed manner on the image captured in the forward direction of the vehicle, which is displayed on the center monitor32. Note that the position of the obstacle is detected by the action of the surrounding environment information acquisition unit71described above. The position of the obstacle particularly requiring attention may be superimposed on the image in any method, and in the example ofFIG.11, the position of the obstacle particularly requiring attention is emphasized by drawing a marker80circumscribing the corresponding obstacle (rushing-out pedestrian46). Operation Example (2) of Modification of First Embodiment Next, a second operation example of the attention calling device50aaccording to the modification of the first embodiment will be described with reference toFIG.12.FIG.12is a second diagram illustrating an example in which attention is called according to the modification of the first embodiment. The attention calling device50aemphasizes a position of an obstacle whose potential risk R exceeds a predetermined value, that is, an obstacle particularly requiring attention, by drawing a marker82emphasizing a region of the obstacle particularly requiring attention on the display area34aof the HUD34. In this case, the attention calling device50adetects a position of driver's eyes84of the vehicle10. Then, the marker82is displayed at a position where a straight line connecting the position of the driver's eyes84and the position of the obstacle particularly requiring attention intersects the display area34a. Accordingly, when the driver gazes at the marker82, the driver can visually recognize the obstacle particularly requiring attention at the end of the line of sight. Note that the attention calling device50adetects the position of the driver's eyes84, using a known face recognition algorithm or the like, from an image including a driver's face, which is captured by the camera14installed on the meter cluster of the vehicle10. Functional Configuration of Modification of First Embodiment Next, a functional configuration of the attention calling device50aaccording to the modification of the first embodiment will be described with reference toFIG.13.FIG.13is a functional block diagram illustrating an example of the functional configuration of the attention calling device according to the modification of the first embodiment. The ECU20of the attention calling device50acauses the RAM20bto develop a control program, which is stored in the ECU20, and causes the CPU20ato operate the control program, thereby implementing a surrounding environment information acquisition unit71, a potential risk calculation unit72, and a display control unit75illustrated inFIG.13as functional units. Since the functions of the surrounding environment information acquisition unit71and the potential risk calculation unit72are as described above (seeFIG.8), the description thereof will be omitted. The display control unit75displays a position of an obstacle whose potential risk R exceeds a predetermined value on a display device included in the vehicle10. Note that the display control unit75is an example of an information presentation unit in the present disclosure. Here, the display device included in the vehicle10is the center monitor32or the HUD34described above. In addition, the display control unit75detects a position of driver's eyes, for example, on the HUD34, when the position of the obstacle particularly requiring attention is displayed. Then, a marker82(seeFIG.12) emphasizing the obstacle is displayed at a position corresponding to the position of the driver's eyes and the position of the obstacle particularly requiring attention. Note that, although a function of controlling light distribution of the headlights12of the vehicle10is not described in the functional block diagram ofFIG.13, the light distribution state determination unit73and the light distribution control unit74illustrated inFIG.8may be further included in the functional block diagram ofFIG.13. Effect of Modification of First Embodiment As described above, in the attention calling device50aaccording to the modification of the first embodiment, the display control unit75(information presentation unit) displays the position of the obstacle whose potential risk R exceeds the predetermined value on the display device included in the vehicle10(moving object). Therefore, it is possible to call attention to an obstacle regardless of day or night. In addition, in the attention calling device50aaccording to the modification of the first embodiment, the display device is the center monitor32(in-vehicle monitor). Therefore, it is possible to call attention using the center monitor32that is already provided in the vehicle for the purpose of displaying a car navigation screen or the like. In addition, in the attention calling device50aaccording to the modification of the first embodiment, the display device is the HUD34. Therefore, it is possible to display a position of an obstacle requiring attention in an emphasized manner without hindering the driver's visual recognition action for confirming safety ahead during driving. In particular, since the information for emphasizing the obstacle is displayed at a position corresponding to the position of the driver's eyes, it is possible to shorten a time until the obstacle is found. Second Embodiment Hereinafter, a second embodiment of an attention calling device according to the present disclosure will be described with reference to the drawings. Operation Example of Attention Calling Device An operation example of an attention calling device50baccording to the second embodiment of the present disclosure will be described with reference toFIG.14.FIG.14is a diagram illustrating a specific example in which attention is called by the attention calling device according to the second embodiment. The attention calling device50bhas a function of calling attention by controlling the light distribution of the headlights12in the same manner as described in the first embodiment. In addition, when the attention calling device50bcalls attention of the driver of the vehicle10, if there is a following vehicle43(following moving object) traveling in the same direction as the vehicle10at a position within a predetermined distance behind the vehicle10, the attention calling device50bcalls attention of an occupant of the following vehicle43. Note that the attention of the occupant of the following vehicle43can be called by, for example, blinking a hazard lamp in a rear direction of the vehicle10. Hardware Configuration of Attention Calling Device Next, a hardware configuration of the attention calling device50bwill be described with reference toFIG.15.FIG.15is a hardware block diagram illustrating an example of the hardware configuration of the attention calling device according to the second embodiment. The attention calling device50bhas a configuration in which hazard lamps19and a hazard lamp controller31are added to the hardware configuration (seeFIG.7) of the attention calling device50adescribed in the first embodiment. The hazard lamps19are a pair of lamps provided at a front end and a rear end of the vehicle, respectively. The hazard lamp controller31performs blinking control of the hazard lamps19based on an instruction from the ECU20. In a case where there is an obstacle particularly requiring attention in the traveling direction of the vehicle10, the vehicle10is likely to perform sudden braking. Therefore, the attention calling device50bcalls attention of the vehicle43(seeFIG.3) following the vehicle10by blinking the hazard lamp19according to an instruction from the hazard lamp controller31. Functional Configuration of Attention Calling Device Next, a functional configuration of the attention calling device50bwill be described with reference toFIG.16.FIG.16is a functional block diagram illustrating an example of the functional configuration of the attention calling device according to the second embodiment. The ECU20of the attention calling device50bcauses the RAM20bto develop a control program, which is stored in the ECU20, and causes the CPU20ato operate the control program, thereby implementing a surrounding environment information acquisition unit71, a potential risk calculation unit72, a light distribution state determination unit73, a light distribution control unit74, a following vehicle distance measurement unit76, and a hazard lamp control unit77illustrated inFIG.16as functional units. Among them, the surrounding environment information acquisition unit71, the potential risk calculation unit72, the light distribution state determination unit73, and the light distribution control unit74have the same functions as those described in the first embodiment. The following vehicle distance measurement unit76measures a distance from the vehicle10to the following vehicle43using a distance measuring sensor16installed on the rear of the vehicle10. The following vehicle distance measurement unit76determines whether there is a following vehicle43traveling after the vehicle10behind the vehicle10. If the potential risk R calculated by the potential risk calculation unit72is equal to or greater than a predetermined value, and the distance from the vehicle10to the following vehicle43measured by the following vehicle distance measurement unit76is equal to or smaller than a predetermined distance, the hazard lamp control unit77determines that there is a following vehicle43traveling after the vehicle10behind the vehicle10and it is required to call attention of the following vehicle43. Then, if it is determined that it is required to call attention of the following vehicle43, the hazard lamp control unit77blinks the hazard lamp19. In addition, if the distance from the vehicle10to the following vehicle43measured by the following vehicle distance measurement unit76exceeds the predetermined distance, the hazard lamp control unit77does not blink the hazard lamp19. Note that the hazard lamp control unit77is an example of an information presentation unit in the present disclosure, similarly to the light distribution control unit74described in the first embodiment. The above-described predetermined distance, that is, a threshold value of the distance from the vehicle10to the following vehicle43, is preferably set based on a speed of the vehicle10, a speed of the following vehicle43, and an idle running distance at the speed. That is, a human requires a predetermined time called a reaction time from sensing danger to taking some action. The idle running distance is a distance by which the following vehicle43travels during the reaction time. Therefore, the higher the speed of the following vehicle43, the longer the idle running distance. The threshold value of the distance from the vehicle10to the following vehicle43is set so that the following vehicle43can stop without contacting the vehicle10in a state where the idle running distance is considered, for example, in a case where it is assumed that the vehicle10performs sudden braking. Flow of Process Performed by Attention Calling Device Next, a flow of a process performed by the attention calling device50bwill be described with reference toFIG.17.FIG.17is a flowchart illustrating an example of the flow of the process performed by the attention calling device according to the second embodiment. Since the flow of the process performed in Steps S21to S26ofFIG.17is the same as that of the process performed by the attention calling device50adescribed in the first embodiment, the description thereof will be omitted. Following Step S26inFIG.17, the potential risk calculation unit72determines whether there is an obstacle whose potential risk R exceeds a predetermined value (e.g., 70) (Step S27). When it is determined that there is an obstacle whose potential risk R exceeds the predetermined value (Step S27: Yes), the process proceeds to Step S28. On the other hand, when it is not determined that there is an obstacle whose potential risk R exceeds the predetermined value (Step S27: No), the process returns to Step S21. When it is determined in Step S27that there is an obstacle whose potential risk R exceeds the predetermined value, the following vehicle distance measurement unit76determines whether there is a following vehicle43behind the vehicle10based on the distance from the vehicle10to the following vehicle43(Step S28). When it is determined that there is a following vehicle43behind the vehicle10(Step S28: Yes), the process proceeds to Step S29. On the other hand, when it is not determined that there is a following vehicle43behind the vehicle10(Step S28: No), the process proceeds to Step S30. When it is determined in Step S28that there is a following vehicle43behind the vehicle10, the hazard lamp control unit77executes blinking control to blink the hazard lamp19of the vehicle10(Step S29). Subsequently, the light distribution state determination unit73determines radiation characteristics of the headlights12(Step S30). The light distribution control unit74independently controls radiation characteristics of the left headlight12L and the right headlight12R by controlling the headlight controller30, such that the radiation characteristics determined by the light distribution state determination unit73in Step S30are realized. Thereafter, the attention calling device50bends the process ofFIG.17. Note that the blinking of the hazard lamp19performed in Step S29is manually canceled by the driver of the vehicle10after safety is ensured by stopping the vehicle10, avoiding the obstacle, or the like. Alternatively, the hazard lamp control unit77may automatically cancel the blinking of the hazard lamp19, for example, when it is determined that the potential risk R is 30 or less, that is, there is no obstacle or no attention needs to be paid even though there is an obstacle. In addition, although the attention calling device50bis configured to perform the blinking control of the hazard lamp19and the light distribution control of the headlights12when an obstacle having a potential risk R exceeding 70 is detected in the flowchart ofFIG.17, the attention calling method is not limited thereto. For example, while the process ofFIG.17may be performed when an obstacle having a potential risk R exceeding 70 is detected, only the light distribution control of the headlights12may be performed without performing the blinking control of the hazard lamp19when an obstacle having a potential risk R between 30 and 70 is detected. Effect of Second Embodiment As described above, in the attention calling device50baccording to the second embodiment, the surrounding environment information acquisition unit71(acquisition unit) acquires information regarding obstacles around the vehicle10(moving object) detected by the sensors included in the vehicle10. The potential risk calculation unit72(calculation unit) calculates respective potential risks R of the obstacles around the vehicle10based on the information regarding the obstacles acquired by the surrounding environment information acquisition unit71and the moving state of the vehicle10. Then, if the potential risk R calculated by the potential risk calculation unit72exceeds a predetermined value and there is a following vehicle43(following moving object) traveling after the vehicle10, the hazard lamp control unit77(information presentation unit) presents information for calling attention to an occupant of the following vehicle43. Therefore, when there is an obstacle having a high potential risk R in the moving direction of the vehicle10, it is possible to appropriately call attention of the occupant of the vehicle43following the vehicle10. In addition, in the attention calling device50baccording to the second embodiment, the hazard lamp control unit77(information presentation unit) blinks the hazard lamp19at a rear portion of the vehicle10. Therefore, by blinking the hazard lamp19that is easy to visually recognize, the attention of the occupant of the following vehicle43can be appropriately called. In addition, there is no need to secure an installation space for utilizing conventional components of the vehicle. In addition, an increase in cost is also suppressed. In addition, in the attention calling device50baccording to the second embodiment, the light distribution control unit74(information presentation unit) presents to the occupant of the vehicle10(moving object) information for calling attention to an obstacle whose potential risk R exceeds a predetermined value, based on the respective potential risks R of the obstacles calculated by the potential risk calculation unit72. Therefore, the attention of the occupant of the vehicle10can also be appropriately called. In addition, in the attention calling device50baccording to the second embodiment, when the distance from the vehicle10(moving object) to the following vehicle43(following moving object) exceeds a predetermined distance, the hazard lamp control unit77(information presentation unit) does not present information for calling attention to the occupant of the following vehicle43. Therefore, it is possible to prevent unnecessary attention from being called. In addition, in the attention calling device50baccording to the second embodiment, the information regarding obstacles includes at least positions of the obstacles. Therefore, since moving directions and moving speeds of obstacles can be estimated by obtaining temporal changes in position of the obstacles, an obstacle having a high potential risk R can be detected with a small amount of data. In addition, in the attention calling device50baccording to the second embodiment, the information regarding obstacles includes types, positions, moving directions, and moving speeds of the obstacles. Therefore, an obstacle having a high potential risk R, like the rushing-out pedestrian46, can also be reliably detected. Modification of Second Embodiment The attention calling device50bmay call attention of the occupant of the vehicle10using a method other than the light distribution control of the headlights12. Specifically, a position of an obstacle particularly requiring attention may be displayed on the center monitor32or the display area34aof the HUD34provided in the vehicle10in the same manner as described in the modification of the first embodiment (seeFIGS.10,11, and12). Functional Configuration of Modification of Second Embodiment A functional configuration of the attention calling device50baccording to the modification of the second embodiment will be described with reference toFIG.18.FIG.18is a functional block diagram illustrating an example of the functional configuration of the attention calling device according to the modification of the second embodiment. The ECU20of the attention calling device50bcauses the RAM20bto develop a control program, which is stored in the ECU20, and causes the CPU20ato operate the control program, thereby implementing a surrounding environment information acquisition unit71, a potential risk calculation unit72, a display control unit75, a following vehicle distance measurement unit76, and a hazard lamp control unit77illustrated inFIG.18as functional units. Since the functions of the surrounding environment information acquisition unit71, the potential risk calculation unit72, the following vehicle distance measurement unit76, and the hazard lamp control unit77are as described above (seeFIG.16), the description thereof will be omitted. In addition, since the function of the display control unit75is as described above (seeFIG.13), the description thereof will be omitted. Note that, although a function of controlling light distribution of the headlights12of the vehicle10is not described in the functional block diagram ofFIG.18, the light distribution state determination unit73and the light distribution control unit74illustrated inFIG.16may be further included in the functional block diagram ofFIG.18. For example, the present disclosure can also have the following configurations. (1) An attention calling device comprising: an acquisition unit that acquires information regarding obstacles around a moving object detected by sensors included in the moving object; a calculation unit that calculates a potential risk that is a degree to which attention needs to be paid for each of the obstacles around the moving object, based on the information regarding the obstacles acquired by the acquisition unit and a moving state of the moving object; and an information presentation unit that presents information for calling attention to an occupant of a following moving object, if the potential risk calculated by the calculation unit exceeds a predetermined value and the following moving object travels after the moving object. (2) The attention calling device according to (1), in which the information presentation unit blinks a hazard lamp at a rear portion of the moving object. (3) The attention calling device according to (1) or (2), in which the information presentation unit presents information for calling attention to an obstacle whose potential risk exceeds the predetermined value to an occupant of the moving object, based on the potential risk of each of the obstacles calculated by the calculation unit. (4) The attention calling device according to any one of (1) to (3), in which when a distance from the moving object to the following moving object exceeds a predetermined distance, the information presentation unit does not present information for calling attention to the occupant of the following moving object. (5) The attention calling device according to any one of (1) to (4), in which the information regarding the obstacles includes at least positions of the obstacles. (6) The attention calling device according to any one of (1) to (4), in which the information regarding the obstacles includes types, positions, moving directions, and moving speeds of the obstacles. (7) An attention calling method comprising: an acquisition step of acquiring information regarding obstacles around a moving object detected by sensors included in the moving object; a calculation step of calculating a potential risk that is a degree to which attention needs to be paid for each of the obstacles around the moving object, based on the information regarding the obstacles acquired in the acquisition step and a moving state of the moving object; and an information presentation step of presenting information for calling attention to an occupant of a following moving object, if the potential risk calculated in the calculation step exceeds a predetermined value and the following moving object travels after the moving object. The attention calling device according to the present disclosure can appropriately call attention of the occupant of the moving object when there is an obstacle having a high potential risk in the moving direction of the moving object. While certain embodiments have been described, these embodiments have been presented by way of example only, and are not intended to limit the scope of the inventions. Indeed, the novel methods and systems described herein may be embodied in a variety of other forms; furthermore, various omissions, substitutions and changes in the form of the methods and systems described herein may be made without departing from the spirit of the inventions. The accompanying claims and their equivalents are intended to cover such forms or modifications as would fall within the scope and spirit of the inventions. | 63,559 |
11858415 | DETAILED DESCRIPTION Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. First, the embodiments described herein are embodiments that are suitable for understanding the technical features of a lamp for a vehicle and a vehicle including the same according to the present disclosure. However, the present disclosure is not limited to the embodiment described below or the technical features of the present disclosure are not limited by the described embodiments, and the present disclosure may be variously modified without departing from the technical scope of the present disclosure. FIG.1is a perspective view illustrating a lamp for a vehicle according to an embodiment of the present disclosure.FIG.2is a top view illustrating the lamp for a vehicle according to an embodiment of the present disclosure, and is a view illustrating a state, in which a lamp housing ofFIG.1is removed.FIG.3is a front view illustrating the lamp for a vehicle according to an embodiment of the present disclosure, and is a view ofFIG.2, when viewed from a right side.FIG.4is an enlarged perspective view illustrating a portion of the lamp for a vehicle according to an embodiment of the present disclosure, and is a view illustrating a state before an upper bezel and a lower bezel are assembled.FIG.5is a side view ofFIG.4, when viewed from a lateral side;FIG.6is a front view ofFIG.4, when viewed from a front side;FIG.7is a view illustrating a state, in which the upper bezel and the lower bezel ofFIG.6are assembled. FIG.8is an enlarged perspective view illustrating a first embodiment of a second fixing part according to the present disclosure, and is a view illustrating a state before the second fixing part is assembled.FIG.9is a front view illustrating the first embodiment of the second fixing part according to the present disclosure.FIG.10is a view illustrating a state, in which the second fixing part ofFIG.9is assembled.FIG.11is a front view illustrating the second embodiment of the second fixing part according to the present disclosure. Referring toFIGS.1to11, a lamp10for a vehicle according to an embodiment of the present disclosure includes a lamp housing100, a light source unit200, a bezel300, an optical fiber400, and a tension unit500. The lamp housing100constitutes a body of the lamp10for a vehicle, and an accommodation space that accommodates components of the lamp may be formed therein. The light source unit200may be housed at or mounted on the lamp housing100and may be configured to irradiate light. For example, the light source unit200may include a board coupled to the lamp housing100, and a light source housed at or mounted on the board. Here, the light source, for example, may be a light emitting diode or a laser, and the board may be a printed circuit board (PCB). One or a plurality of light source parts200may be provided in an interior of the lamp housing100. The bezel300may be coupled to the lamp housing100. The bezel300may be formed to be inserted into the lamp housing100, and may function to reinforce an overall strength of the lamp. Furthermore, the bezel300may be coupled to the interior of the lamp housing100to mount and protect the optical fiber400, and may function to reflect light output from the light source unit200and the optical fiber400. The optical fiber400is coupled (or fixed) to the bezel300, is connected to the light source unit200, and is configured to output the light irradiated from the light source unit200. Here, one end400aof the optical fiber400may be connected to the light source unit200such that the light is input from the light source. Furthermore, at least a portion of the light input from the light source unit200to the one end400aof the optical fiber400may be output to a side surface of the optical fiber400. In detail, the optical fiber400may function to provide a path, along which the light output from the light source travels, and output the light. That is, the light input from the light source to the one end400aof the optical fiber400may travel toward an opposite end400bof the optical fiber400, and a portion of the light may be output to the side surface of the optical fiber400in the process of traveling. To achieve this, the optical fiber400may extend along a direction that is inclined such that it is located on an upper side as it becomes farther away from the light source unit200. InFIG.3, the optical fiber400may extend along a direction that is inclined to be located on an upper side as it goes to a right side. In this case, the light output from the light source unit200may be totally reflected on the interior of the optical fiber400after being input to the optical fiber400, a portion of the light may pass through the optical fiber400, and the light that passes through the optical fiber400may be output in a leftward direction ofFIG.3. Meanwhile, a known technology may be applied to the structure of the optical fiber400. A plurality of optical fibers400may be provided. In the illustrated example, the plurality of (for example, two) optical fibers400may be connected to the one light source unit200. The number of the optical fibers400connected to the one light source unit200is not limited to the illustrated embodiment. Furthermore, the optical fiber400may extend from one side to an opposite side of the bezel300. Furthermore, the one end400aof the optical fiber400may be coupled or fixed to the one side of the bezel300, and the opposite end400bof the optical fiber400may be fixed to the opposite side of the bezel300. That is, opposite lengthwise ends of optical fiber400may be fixed to the bezel300. However, as described above, because the optical fiber400according to the present disclosure is configured such that light is output through the side surface of the optical fiber400, most of the areas of the optical fibers400may not be supported by the other configurations but may be exposed to an outside, whereby the optical fiber400may be prolonged. Accordingly, a product value of the lamp for a vehicle may deteriorate. Accordingly, the present disclosure includes the tension unit500to solve the above problems, and thus may minimize prolongation of the optical fiber400. The tension unit500is provided in the bezel300, and is configured to apply a tension to the optical fiber400in a state, in which the optical fiber400is fixed to the bezel300. In detail, the tension unit500may be integrally formed with or coupled to the bezel300. Furthermore, the tension unit500may be configured to press a portion of the optical fiber400to apply a tension to the optical fiber400when the optical fiber400is fixed to the bezel300. Then, the tension applied to the optical fiber400by the tension unit500may vary according to a shape, a size, and a mounting location of the tension unit500. For example, the tension unit500may be formed of an elastic material to elastically press the optical fiber400. However, the material of the tension unit500is not limited thereto. In this way, the lamp10for a vehicle according to the embodiment of the present disclosure includes the tension unit500such that the optical fiber400is fixed while being tensioned. Accordingly, in the case of the side light emitting optical fiber400, prolongation of the optical fiber400due to assembling or vibration of the vehicle may be minimized, and accordingly, the product value of the lamp10for a vehicle may be enhanced. Referring toFIGS.3to7, the bezel300may include a lower bezel310and an upper bezel330. The lower bezel310may have a first through-hole315configured such that the opposite end400bof the optical fiber400passes therethrough, on an opposite side thereof. Furthermore, the upper bezel330may be coupled to the opposite side of the lower bezel310, and may have a second through-hole333formed at a location corresponding to the first through-hole315. In detail, the bezel300may function to protect and fix the optical fiber400, and also may function to reflect a portion of the light output from the optical fiber400. A side of the lower bezel310, which corresponds to the one lengthwise end400aof the optical fiber400, will be referred to one side, and a side of the opposite lengthwise end400bof the optical fiber400will be referred to as an opposite side. The one end400aand the opposite end400bof the optical fiber400may be fixed to the one side and the opposite side of the lower bezel310. The lower bezel310may extend along a direction, in which the plurality of optical fibers400are arranged, and may include a horizontal part311and a vertical part312. The first through-hole315may be formed in the vertical part312, and the opposite end400bof the optical fiber400may be fixed to the vertical part312while passing through the first through-hole315. The upper bezel330may be coupled to the vertical part312of the lower bezel310. The second through-hole333may be formed in the upper bezel330at a location corresponding to the first through-hole315. The optical fiber400may pass through the first through-hole315and the second through-hole333in a state, in which the upper bezel330and the lower bezel310are coupled to each other. The upper bezel330and the lower bezel310may be coupled to each other in various schemes. For example, an insertion boss313that protrudes in a direction that faces the upper bezel330may be formed in the lower bezel310, and an insertion recess331that is recessed such that the insertion boss313is inserted thereinto may be formed in the upper bezel330. After the insertion boss313and the insertion recess331is assembled while the insertion boss313is inserted into the insertion recess331, the upper bezel330and the lower bezel310may be coupled to the lamp housing100. The tension unit500may be provided in the upper bezel330, may include a rubber material, and may be configured to press the opposite end400bof the optical fiber400that passes through the first through-hole315and the second through-hole333in a downward direction that is a direction that faces the lower bezel310. In the specification, a direction that faces the upper bezel330from the optical fiber400with reference to the illustrated drawing is referred to as an upward direction, and a direction that faces the lower bezel310from the optical fiber400is referred to as a downward direction. Meanwhile, the upward direction and the downward direction may be changed according to an installation location of the lamp10for a vehicle. In detail, the tension unit500may be fixed to the upper bezel330to press the optical fiber downwards when the upper bezel330and the lower bezel310are coupled to each other so as to apply a tension to the optical fiber400. For example, the tension unit500may be integrally formed with the upper bezel330through injection-molding. Furthermore, the tension unit500may be formed of an elastic material such as a rubber material. As an example, the tension unit500may be formed of isobutylene-isoprene rubber (IIR), ethylene propylene diene monomer (EPDM), silicone rubber, and the like. Because the rubber material has a strong heat-resistant property, deformation there may be minimized even in a high-temperature environment of the vehicle. However, the material of the tension unit500is not limited to the above description. In this way, because the tension unit500elastically presses the optical fiber400to provide a tension when the optical fiber400is fixed, a pressing degree of the tension unit500may be changed according to an elastic restoring force of the tension unit500and a deformation degree of the optical fiber400, and thus the tension of the optical fiber400may be maintained. In more detail, the tension unit500may include a fixed portion510and a pressing portion530. The fixed portion510may be fixed to the upper bezel330. Furthermore, the pressing portion530may extend downwards from the fixed portion510to press the optical fiber400. For example, the pressing portion530may be formed to be inclined to become farther from the upper bezel330as it goes downwards. That is, the pressing portion530may be formed to be inclined while defining a specific angle with the fixed portion510. A degree, by which the optical fiber400is pressed by the tension unit500, may be determined in a design stage of the lamp10according to the angle defined by the fixed portion510and the pressing portion530and a length “L”, by which the pressing portion530extends from the fixed portion510. For example, the angle defined by the fixed portion510and the pressing portion530may be 90 degrees to 160 degrees, and the length “L”, by which the pressing portion530extends from the fixed portion510, may be 1 mm to 2 mm. However, the shapes of the fixed portion510and the pressing portion530are not limited thereto, and may be changed according to a design specification and an installation environment. Meanwhile, as described above, the optical fiber400may be fixed to the one side and the opposite side of the bezel300. The present disclosure may further include a first fixing part610and a second fixing part620. The first fixing part610may be coupled to the one side of the lower bezel310, and may be configured such that the one end400aof the optical fiber400is fixed to the one side of the lower bezel310. For example, the first fixing part610may be formed long along a direction, in which the plurality of optical fibers400are arranged to hold or fix the ends400aof the plurality of optical fibers400at the same time. The first fixing part610may be fixed to the one side of the lower bezel310through hooking, bolting, or the like, and the one end400aof the optical fiber400may be fixed while being interposed between the first fixing part610and the lower bezel310. However, the shape and the kind of the first fixing part610are not limited to the above-described ones. The second fixing part620may be coupled to the opposite side of the lower bezel310, and may be configured such that the opposite end400bof the optical fiber400is fixed to the opposite side of the lower bezel310. Here, the tension unit500may be configured to press the optical fiber400at a location between a location, at which the optical fiber400is fixed by the second fixing part620, and the bezel300. FIGS.8to10illustrate a first embodiment of the second fixing part620, andFIG.11illustrates a second embodiment of the second fixing part620. Referring toFIGS.8to10, the second fixing part620according to the first embodiment may include a fixed bracket630and an insertion member640. The fixed bracket630may be fixed to the lower bezel310, and may be configured such that the opposite end400bof the optical fiber400passes therethrough. Furthermore, the insertion member640may be coupled to the fixed bracket630to hold or fix the opposite end400bof the optical fiber400. The insertion member640may be coupled to the fixed bracket630to fix the optical fiber400while the optical fiber400is inserted through the fixed bracket630. In detail, the fixed bracket630of the second fixing part620may be integrally formed with the vertical part312of the lower bezel310. When it is assumed that, among opposite surfaces of the vertical part312, a surface in an opposite surface to a direction that faces one side of the bezel300is a fixed surface, the fixed bracket630may be fixed to the fixed surface of the vertical part312. The insertion member640may be coupled to the fixed bracket630, and a coupling scheme thereof is not limited. The opposite end400bof the optical fiber400may be interposed between the insertion member640and the fixed bracket630after passing through the bezel300, and may be fixed to the second fixing part620through coupling of the insertion member640and the fixed bracket630. The fixed bracket630may include a support body631, a first fixing boss632, and a second fixing boss634. The support body631may be fixed to the lower bezel310. In detail, the support body631may extend perpendicularly to the fixed surface of the vertical part312. The first fixing boss632may protrude from the support body631in an upward direction that is a direction that faces the upper bezel330, and a first fixing recess633, through which the optical fiber400passes, may be formed therein. Furthermore, the second fixing boss634may protrude upwards from the support body631and may be spaced apart from the first fixing boss632, and a second fixing recess635, through which the optical fiber400passes, may be formed therein. An insertion space636, into which the insertion member640is inserted, may be formed in the fixed bracket630, between the first fixing boss632and the second fixing boss634. In detail, a space defined by the first fixing boss632, the second fixing boss634, and the support body631may be referred to as the insertion space636, and the optical fiber400may be press-fitted and fixed in the insertion space636by the insertion member640. Then, the optical fiber400may be pressed by the tension unit500, in the space between the vertical part312of the lower bezel310and the first fixing boss632. That is, the optical fiber400may be pressed by the pressing portion530in a state, in which opposite ends thereof are supported by the first through-hole315and the first fixing recess633, and thus a tension may be applied. The insertion member640may include an insertion bracket641and a first insertion block642. The insertion bracket641may be hook-coupled to the fixed bracket630. In detail, the insertion bracket641may include a hook641ato be hook-coupled to the support body631of the fixed bracket630. Although the illustrated embodiment illustrates an example of connecting the adjacent insertion brackets641, they may have shapes that are separated and provided independently. The first insertion block642may be coupled to the insertion bracket641, and may press and fix the optical fiber400located in the insertion space636when the insertion bracket641and the fixed bracket630are coupled to each other. That is, the first insertion block642may be inserted into the insertion space636, and may be coupled to the insertion bracket641to contact the support body631. Accordingly, the optical fiber400may be fixed by pressing the optical fiber400toward the support body631during coupled to the fixed bracket630. Here, the first insertion block642may include a rubber material. For example, the first insertion block642may be formed of isobutylene-isoprene rubber (IIR), ethylene propylene diene monomer (EPDM), silicone rubber, and the like. Because the rubber material has a strong heat-resistant property, deformation there may be minimized even in a high-temperature environment of the vehicle. However, the material of the first insertion block642is not limited to the above description. Meanwhile, referring toFIG.11, the second embodiment of the second fixing part620is different from the first embodiment in the insertion member640. Accordingly, the second embodiment of the second fixing part620may include all the above-described configurations of the first embodiment, except for the above-described differences, and a repeated description of the same configurations will be omitted hereinafter. According to the second embodiment of the second fixing part620, the insertion member640may include a second insertion block643. The second insertion block643may be coupled between the first fixing boss632and the second fixing boss634through interference-fitting, and may elastically press and fix the optical fiber400located in the insertion space636. Furthermore, the second insertion block643may include a rubber material. Like the above-described first insertion block642, the second insertion block643may be formed of isobutylene-isoprene rubber (IIR), ethylene propylene diene monomer (EPDM), silicone rubber, and the like. However, the material of the second insertion block643is not limited to the above description. In detail, a magnitude of a direction that faces the second fixing boss634from the first fixing boss632of the second insertion block643may correspond to or be larger than an interval between the first fixing boss632and the second fixing boss634. Because the second insertion block643is formed of an elastic rubber material, it may be inserted between the first fixing boss632and the second fixing boss634even when its size is larger than a size of the insertion space636. Accordingly, the second insertion block643may be inserted between the first fixing boss632and the second fixing boss634and be coupled thereto through interference-fitting. When the second insertion block643is coupled to the insertion space636through interference-fitting, the optical fiber400may be fixed by pressing the optical fiber400toward the support body631. Meanwhile, a vehicle according to the present disclosure may include the lamp10for a vehicle. The lamp10for a vehicle may include the lamp housing100, the light source unit200coupled to the lamp housing100and that irradiates light, the bezel300coupled to the lamp housing100, the optical fiber400fixed to the bezel300, connected to the light source unit200, and that outputs the light irradiated from the light source unit200, and the tension unit500provided in the bezel300, and that applies a tension to the optical fiber400in a state, in which the optical fiber400is fixed to the bezel300. For example, the lamp10for a vehicle may be a rear lamp, but the present disclosure is not limited thereto, and may be applied to various lamps such as a headlamp, a turn signal lamp, a tail lamp, a brake lamp, and the like. When the lamp for a vehicle according to the embodiment of the present disclosure as descried above is used, the optical fiber may be fixed while being tensioned by using the tension unit when the side light emitting optical fiber is installed. Accordingly, according to the present disclosure, prolongation of the optical fiber due to assembling or vibration of the vehicle may be minimized even when the side light emitting optical fiber is applied, and accordingly, a product value of the lamp for a vehicle may be enhanced. Although the specific embodiments of the present disclosure have been described until now, the spirit and scope of the present disclosure are not limited to the specific embodiments, and may be variously corrected and modified by an ordinary person in the art, to which the present disclosure pertains, without changing the essence of the present disclosure claimed in the claims. | 22,527 |
11858416 | DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term module refers to processing circuitry that may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. In accordance with an exemplary embodiment, the development of sophisticated in-vehicle data communication systems is necessary to meet the demands of the automotive industry. To enhance the driver experience, an ever-increasing number and variety of sensors, cameras, and the like are employed throughout the vehicle. In-vehicle data communication systems must adapt to keep up with the increasing power and data requirements of these control objects (also referred to as modules). Some challenges for in-vehicle data communication systems include data and communication routing. Each control object must have means to communicate with other vehicle systems, such as the ECU(s), typically via data cables and low and high-power wiring. For example, a rain sensor requires a data path to its respective ECU so that measured rain levels can be provided for windshield wiper control, etc. The locations where the ECUs and control objects are located can be dispersed throughout the vehicle. Consequently, routing has become more complicated as the number of the control objects has increased and their location throughout the vehicle has dispersed. For example, the number of data cables and low and high-power wires and their distances to their respective ECU(s) have generally increased. The wiring harness has become progressively larger to accommodate the increasing number of power and data connections of the in-vehicle data communication system. To fit these larger wiring harnesses, the vehicle pillars (e.g., A-pillar) are facing similar scaling issues, as a larger pillar is needed to accommodate the wiring harness. Manufacturers prefer, however, flexibility in providing a smaller pillar to improve the customer experience. For example, a smaller A-pillar enables a wider front windshield. Rather than continually increasing the size and complexity of the wiring harness, embodiments described herein leverage the natural lightguide properties of plastic to use one or more decorative light guides (e.g., the primary dashboard light guide, vent light guides, instrument panel light guides, etc.) as a high-speed optical interconnect. In some embodiments, various control objects are attached or otherwise coupled to the decorative light guide and high-speed optical communication with a remote communication hub (communication gateway, ECU, etc.) is made through the decorative light guide in a direction parallel to the major surface of the decorative light guide (i.e., along the installed or molded path of the decorative light guide). In this manner one or more decorative light guides (e.g., the primary dashboard light guide or any other decorative light guide in the vehicle) can replace one or more data cables of the in-vehicle data communication system, alleviating size constraints on the wiring harness. In particular, the wiring harness can be greatly simplified as only power would need to be gated (e.g., to the roof) via the wiring harness. Technical solutions described herein facilitate a range of improvements to automotive and data communication technology. As an initial matter, modifying the in-vehicle data communication system to leverage the lightguide properties of plastic allows for the utilization of various plastic elements within the vehicle (e.g., plastic dashboard light guides, instrument panel light guides, etc.) as a layer of information transfer to enable a highspeed link on all devices that are attached to the decorative light guide. In addition, such a configuration allows for the placement of control objects without worrying about their impact on the wiring harness. Moreover, control objects can be placed in locations which are otherwise infeasible due to wiring harness access difficulties. For example, locations where a wiring harness cannot service, where manufacturing a wiring harness to service a location would be prohibitively complicated or expensive, or where sizing considerations for the respective wiring harness cannot satisfy pillar width design targets. Other technical advantages are possible. In some embodiments, a centralized communication hub is positioned on the decorative light guide to send and receive data from a plurality of control objects (also positioned on the decorative light guide). The communication hub can use a mixture of light frequencies and wavelengths (e.g., color, visible light, infrared light, etc.) for optical communication via the decorative light guide to provide redundancy and interference protection. In some embodiments, the communication hub uses a color matching protocol whereby the color of light used for the primary communication channel (and/or one or more secondary communication channels) with one or more control objects changes to match the current color of the decorative light guide. For example, if the decorative light guide changes from blue to red (due, e.g., to a user selection and/or automated process) the primary communication channel for optical communication between the communication hub and one or more control objects can switch from blue light to red light frequencies. In some embodiments, nonvisible light frequencies are used for the primary communication channel (and/or one or more secondary communication channels), which can be piped through the decorative light guide at substantially the same time as (i.e., concurrently with) the current visible color for the decorative light guide. As used herein, nonvisible light frequencies refer to light which cannot be seen by the human eye (e.g., frequencies below 430 THz or above 790 THz, equivalent to wavelengths below 390 nm and above 700 nm). In this manner optical communication across the decorative light guide is not observable (e.g., to drivers, passengers, etc.) and will not impact the visible color of the decorative light guide. In other embodiments, the communication hub uses a communication protocol whereby visible frequencies of light are preferentially used for the primary communication channel (and/or one or more secondary communication channels) with the one or more control objects. As used herein, visible light frequencies refer to light which can be seen by the human eye (e.g., frequencies between 430 THz and 790 THz, equivalent to wavelengths between 390 nm and 700 nm). For example, the decorative light guide can change visible characteristics (e.g., color, brightness and/or intensity, strobing effects, etc.) as needed to provide optical communication between the communication hub and one or more control objects. In this manner the optical communication itself is observable and can be enjoyed by users (e.g., drivers, passengers, etc.) as they observe the decorative light guide. Additionally, using plastic decorative light guides as a high-speed optical interconnect allows for higher bandwidth peripherals as those data connections are no longer gated by cable limitations. FIG.1illustrates a vehicle100configured to use a plastic decorative light guide102(e.g., the primary decorative light guide, an instrument panel light guide, etc.) as a high-speed optical interconnect by leveraging the lightguide properties of plastic according to one or more embodiments. As shown inFIG.1, the vehicle100can include various structural elements (e.g., a frame104, doors106, a dashboard108, an instrument panel110, etc.) configured together or separately to house the decorative light guide102. The frame104can include, for example, the roof, front bulkhead, and various pillars (e.g., A-pillar) of the vehicle100. The instrument panel110can include, for example, one or more dials or gauges configured to display information (e.g., gas level, speed, RPMs, etc.) to a user of the vehicle100. The vehicle100further includes a communication hub112and one or more control objects (e.g., control objects114,116,118). The number, size, and relative position of the communication hub112and each of the control objects114,116,118on the decorative light guide102is provided for ease of discussion and illustration only and is not meant to be particularly limited. In various embodiments the number, size, and/or location of the control objects can differ. Moreover, in some embodiments, the vehicle100includes two or more communication hubs (e.g., communication hub112and one or more additional hubs, not separately shown). Similarly, the number and general configuration of the decorative light guide(s) (e.g., decorative light guide102) is provided for ease of discussion and illustration only and is not meant to be particularly limited. In some embodiments, one or more additional decorative light guides (e.g., additional decorative light guide120) are arranged throughout the vehicle100. In some embodiments, a subset of the control objects114,116,118are arranged on the decorative light guide102while remaining control objects114,116,118are arranged on the one or more additional decorative light guides (e.g., additional decorative light guide120). The communication hub112can be a high-speed optical gateway with integration to one or more vehicle networks (e.g., remote ECUs, processors, etc., not separately shown). In some embodiments, the communication hub112includes direct wiring to the one or more vehicle networks. In some embodiments, the communication hub112is configured with an emitter and a receiver for optical communication across the decorative light guide102. A more detailed description of the communication hub112is described with respect toFIG.2. The control objects114,116,118can include any number of sensors, cameras, and other high-speed or high-bandwidth accessories (driver and/or passenger health or alertness monitors, air quality monitors, air conditioning and/or vent controllers, etc.). The type and functionality of the control objects114,116,118is not meant to be particularly limited and can include accessories currently available or developed in the future. In some embodiments, the control objects114,116,118serve the same general functionality (e.g., a driver monitor and a passenger monitor, etc.). In some embodiments, each of the control objects114,116,118serves a different function for the vehicle100. For example, the control object114can include a rear-view camera screen, the control object116can include a rain sensor, and the control object118can include an air quality monitor. Other control objects (not separately shown) can include, for example, a microphone for measuring ambient noise levels. In some embodiments, each of the control objects114,116,118is configured with an emitter and a receiver for optical communication across the decorative light guide102. In this manner, data collected from the control objects114,116,118can be utilized by remote systems (ECUs, processors, etc., not separately shown) of the vehicle100for control decisions. For example, ambient noise levels measured from a microphone can be used by a remote ECU to compensate (increase or decrease) radio or phone sound levels. Air quality data can be used by a remote ECU to enable air recycling (i.e., closing the air system). A more detailed description of the control objects114,116,118is described with respect toFIG.2. In some embodiments, the communication hub112, the control objects114,116,118, and the remote systems (e.g., ECUs) of the vehicle100collectively define all or part of a comprehensive in-vehicle data communication system (not separately shown). The in-vehicle data communication system can further include the various data and power connections (wiring, wiring harnesses, etc.) required to communicatively couple the communication hub112, the control objects114,116,118, and the remote systems. In some embodiments, the various decorative light guides (e.g., the decorative light guide102and the additional decorative light guide120) can be configured as a single cooperative optical communication system. In some embodiments, coordination among the various decorative light guides is maintained by communicatively coupling each of the decorative light guides to the communication hub112and/or the remote systems (e.g., ECUs) of the vehicle100. In some embodiments, each of the decorative light guides is provided its own communication hub112that is communicatively coupled to other communication hubs (not separately shown) and/or the remote systems (e.g., ECUs) of the vehicle100. In some embodiments, the various decorative light guides (e.g., the decorative light guide102and the additional decorative light guide120) can be configured as separate optical communication layers, each having its own communication hub112(not separately shown). In some embodiments, each communication hub112is communicatively coupled to some set (including all) of the remote systems (e.g., ECUs) of the vehicle100. In this type of configuration each of the decorative light guides (e.g., the decorative light guide102and the additional decorative light guide120) and their respective communication hub112serves as its own optical communication subsystem for one or more control objects (e.g., some set of the control objects114,116,118) of the vehicle100. Advantageously, such an arrangement allows for each of the decorative light guides to be configured differently if desired (e.g., depending on the data requirements/relative priority/etc. of the attached control objects). FIG.2illustrates a section view of the decorative light guide102of the vehicle100shown inFIG.1. As shown inFIG.2, the relative positions between the communication hub112and the control objects (e.g., control object116) on the decorative light guide102have been modified for ease of discussion. As further shown inFIG.2, the decorative light guide102includes a major surface202and a light path204that runs below and parallel to the major surface202. To leverage plastic (e.g., a plastic decorative light guide) as a lightguide, one or more highly polished inserts (e.g., inserts206a,206b) are placed within the decorative light guide102at an angle perpendicular to the major surface202. The inserts206a,206bcan be made from any material suitable for light transmission, such as, for example, glass, plastic, etc. (i.e., a wholly or partially transparent material). As used herein, a highly polished insert refers to an insert which is polished until the surface has a roughness average (Ra) between 0.0025 and 0.2 micrometers (i.e., variation as measured from a mean height). In some embodiments, the inserts206a,206bare made of a same plastic material as the decorative light guide102. In some embodiments, the inserts206a,206bare made of a different material than the decorative light guide102. The inserts206a,206bcan be molded or otherwise incorporated within the decorative light guide102during manufacture of the decorative light guide102. Advantageously, a plastic decorative light guide can be easily molded to any desired shape/rail configuration and the inserts206a,206b, etc. can be incorporated within the decorative light guide102during the same molding process. Alternatively, the inserts206a,206bcan be inserted within the decorative light guide102after manufacture of the decorative light guide102. In either case, multiple inserts can be pre-fabricated at arbitrary locations along the decorative light guide102to serve as later “plug and play” attachment points. In some embodiments, one or more grooves (not separately shown) are formed in the decorative light guide102and polished prior to installation of the inserts206a,206b. In some embodiments, each of the one or more grooves are sized to accommodate an insert (i.e., an insert can be inserted or otherwise installed within a groove). In some embodiments, the inserts206a,206bare placed, molded, or otherwise formed at a depth of roughly 50% the thickness of the decorative light guide102(i.e., terminating rough half-way through the decorative light guide102), although other configurations are within the contemplated scope of the disclosure. In some embodiments, the inserts206a,206bare placed, molded, or otherwise formed to terminate at a depth of roughly 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% the thickness of the decorative light guide102(as measured from the topmost surface202). In some embodiments, one or more of the inserts206a,206bare positioned directly against a sidewall of the decorative light guide102rather than within a groove. In still other embodiments, one or more of the inserts206a,206bare placed, molded, or otherwise formed below a surface of the sidewall of the decorative light guide102. As discussed previously, the inserts206a,206bserve as attachment points for the various control objects (e.g., the control objects114,116,118) and communication hubs (e.g., the communication hub112) on the decorative light guide102. In some embodiments, the communication hub112and the control object114are attached to the inserts206aand206b, respectively (as shown inFIG.2). In some embodiments, the communication hub112includes an emitter208configured to inject light into the decorative light guide102via the insert206a. In some embodiments, the emitter208is a high-power light emitter, such as an LED emitter, or of a same or similar type of light emitter as used for fiber optics. In some embodiments, the communication hub112further includes a receiver210configured to receive light via the insert206a. In this manner two-way optical communication can be made via the insert206athrough the decorative light guide102. In some embodiments, the emitter208and the receiver210are separate modules within the communication hub112. In some embodiments, the emitter208and the receiver210are incorporated within the same module within the communication hub112. In some embodiments, the communication hub112is communicatively coupled via wiring212to one or more remote ECU(s) (e.g., processors214) of an in-vehicle data communication system (not separately shown) of the vehicle100. In this manner the communication hub112serves as a gateway or middleman for communication between the various control objects114,116,118and the processors214. In some embodiments, the communication hub112and/or the processors214can be positioned such that a wiring harness is not required between the communication hub112and the processors214. In this configuration the communication hub112can include an optical connection to the processors214and to the various control objects (e.g., control object114) on the decorative light guide102. In other embodiments, the communication hub112is provided a direct wired connection to the processors214either via a wiring harness or as a simple wired connection without a full harness. In this configuration the communication hub112has a direct wired connection to the processors214and an optical connection to the various control objects (e.g., control object114) on the decorative light guide102. In some embodiments, the control objects (e.g., control object116) each include an emitter216and a receiver218, configured in a same manner as the emitter208and receiver210for two-way optical communication via inserts (e.g., insert206b) through the decorative light guide102. In some embodiments, the emitter216and the receiver218are separate modules within the respective control object of the control objects114,116,118. In some embodiments, the emitter216and the receiver218are incorporated within the same module within the respective control object of the control objects114,116,118. One advantage of the in-vehicle data communication system described herein is that the described insert and emitter/receiver orientation will not impact the light transfer between both systems (i.e., between the communication hub and its respective sensor or a combination of multiple sensors with a hub between). In some embodiments, the inserts206a,206b, the control objects114,116,118, and the communication hub112are preinstalled in the decorative light guide102and preconfigured for communication with the processors214. In some embodiments, only the communication hub112and the insert206aare preinstalled in the decorative light guide102. In some embodiments, only the inserts (e.g., inserts206a,206b) are preinstalled in the decorative light guide102. In this manner the inserts206a,206bserve as “plug and play” attachment points that allow for future customizations and upgrades including, for example, the incorporation of advanced accessories that are later developed, with only minimal impact. In some embodiments, installation (attachment) of a control object (e.g., the control object116) initiates a handshake/authentication process with the communication hub112and/or the processors214. For example, a new control object (e.g., the control object116) can be installed at an existing, unused insert of the inserts206a,206b. Once installed, the control object can exchange handshake/authentication data with the communication hub112and/or the processors214to establish the optical communication link. In some embodiments, the handshake/authentication exchange includes a negotiation for communication parameters, such as, for example, required data rates, light characteristics for the optical communication channel (e.g., wavelength, frequency, visible, IR, etc.), active/sleeping communication windows, definitions or parameters that will be passed to or from the control object, etc. In some embodiments, a newly installed control object can request to communicate over a particular light frequency or wavelength and, if available, the communication hub112and/or the processors214can acknowledge the requested communication medium as an available and accepted communication channel. In some embodiments, the communication hub112specifies which wavelengths have data to the newly installed control object. In some embodiments, the various control objects (e.g., control object116) and the communication hub112communicate over light frequencies or wavelengths specially allocated for accessories, therefore not impacting any OEM default/high priority systems (not separately shown) of the vehicle100. In some embodiments, each of the control objects (e.g., control objects114,116,118) is assigned a band of light frequencies or wavelengths over which communication is authorized. In this manner each control object can be provided with a dedicated communication channel. In some embodiments, the assigned frequencies or wavelengths partially or wholly overlap with the assigned frequencies or wavelengths of one or more other control objects, if needed or desired for a particular configuration. To provide redundancy and interference protection, in some embodiments, the various control objects (e.g., control object116) and the communication hub112communicate over a primary optical medium (e.g., red light) as well as one or more secondary or backup optical mediums (e.g., yellow light). To provide bandwidth flexibility, in some embodiments, the various control objects (e.g., control object116) and the communication hub112communicate over a primary optical medium (e.g., red light), with the option to include additional optical mediums when necessary to satisfy bandwidth considerations (e.g., red light and yellow light). In some embodiments, a control object can be assigned more, or fewer, optical communication channels (mediums) dynamically as the required bandwidth for the respective control object changes over time. For example, a control object can initialize communication with the communication hub112over green light, and later, increase bandwidth by communicating over green, red, and yellow light. Bandwidth flexibility can also be employed by progressively assigning control objects to optical mediums which have capacity (e.g., assign control objects to red light until “full” and then start using yellow light, etc.). FIG.3illustrates aspects of an embodiment of a computer system300that can perform various aspects of embodiments described herein. In some embodiments, the computer system300can be incorporated within one or more of the communication hub112and the control objects114,116,118. The computer system300includes at least one processing device302, which generally includes one or more processors for performing aspects of methods described herein. Components of the computer system300include the processing device302(such as one or more processors or processing units), a memory304, and a bus306that couples various system components including the system memory304to the processing device302. The system memory304may include a variety of computer system readable media. Such media can be any available media that is accessible by the processing device302, and includes both volatile and non-volatile media, and removable and non-removable media. For example, the system memory304includes a non-volatile memory308such as a hard drive, and may also include a volatile memory310, such as random access memory (RAM) and/or cache memory. The computer system300can further include other removable/non-removable, volatile/non-volatile computer system storage media. The system memory304can include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out functions of the embodiments described herein. For example, the system memory304stores various program modules that generally carry out the functions and/or methodologies of embodiments described herein. A module or modules312,314may be included to perform functions related to one or more of the control objects114,116,118and the communication hub112such as, for example, acquiring images (e.g., for a camera), controlling windshield wiper speed based on sensor data (e.g., for a rain sensor), etc. The system300is not so limited, as other modules may be included depending on the functionality of the respective control objects. As used herein, the term “module” refers to processing circuitry that may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. The processing device302can also be configured to communicate with one or more external devices316such as, for example, a keyboard, a pointing device, and/or any devices (e.g., other control objects, the communication hub112, a network card, a modem, ECUs, etc.) that enable the processing device302to communicate with one or more other computing devices. Communication with various devices can occur via Input/Output (I/O) interfaces318and320. The processing device302may also communicate with one or more networks322such as a local area network (LAN), a general wide area network (WAN), a bus network and/or a public network (e.g., the Internet) via a network adapter324. In some embodiments, the network adapter324is or includes an optical network adaptor for communication over an optical network (e.g., optical communication across the decorative light guide102). It should be understood that although not shown, other hardware and/or software components may be used in conjunction with the computer system300. Examples include, but are not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, and data archival storage systems, etc. In some embodiments, the processing device302is configured to select the light characteristics (e.g., color, frequency, wavelength, intensity, etc.) of light used for optical communication, for example, across the decorative light guide102. In some embodiments, the processing device302is configured to select the light characteristics for communication between a communication hub (e.g., communication hub112) and a particular control object (e.g., control object116) using a stored policy stored (e.g., a policy stored in system memory304). The policy can include, for example, relative priorities for the types of data communicated over the decorative light guide102. In some embodiments, the processing device302uses the policy to enforce a color matching protocol whereby the color of light used for the primary communication channel (and/or one or more secondary communication channels) with one or more control objects (e.g., control object116) changes to match the current color of the decorative light guide102. This type of policy minimizes the observable (visible) impact of the optical communication across the decorative light guide102. For example, if the decorative light guide102changes from blue to red (due, e.g., to a user selection and/or automated process) the primary communication channel for optical communication between the communication hub112and the control object116can also switch from blue light to red light. In some embodiments, nonvisible light frequencies are used for the primary communication channel (and/or one or more secondary communication channels). Advantageously, nonvisible light can be piped through the decorative light guide102at substantially the same time as (i.e., concurrently with) the current visible color for the decorative light guide102. In this manner optical communication across the decorative light guide102is not observable (e.g., to drivers, passengers, etc.) and will not impact the visible color of the decorative light guide102. In other embodiments, the processing device302uses the policy to enforce a communication protocol whereby visible colors of light are preferentially used for the primary communication channel (and/or one or more secondary communication channels) between the communication hub112and the control objects114,116,118. For example, the decorative light guide102can change the visible characteristics (e.g., color, brightness and/or intensity, strobing effects, etc.) of the piped light as needed to provide optical communication between the communication hub112and the control object116. In this manner the optical communication itself is observable and can be enjoyed by users (e.g., drivers, passengers, etc.) that can see the decorative light guide102. To enhance this effect, the processing device302can be configured to prevent or disable the current “native” color selection for the decorative light guide102(i.e., the currently selected color for the decorative light guide) when optical communication is requested. In this manner the visual effects of the optical communication can be enjoyed without interference from a baseline color property of the decorative light guide102. Referring now toFIG.4, a flowchart400for using a decorative light guide as a high-speed optical interconnect is generally shown according to an embodiment. The flowchart400is described in reference toFIGS.1-3and may include additional steps not depicted inFIG.4. Although depicted in a particular order, the blocks depicted inFIG.4can be rearranged, subdivided, and/or combined. At block402, a decorative light guide is formed. In some embodiments, the decorative light guide includes a transparent material, a first insert, and a second insert. At block404, a light characteristic is selected for optical communication through the decorative light guide based on a current color of the decorative light guide. At block406, light having the light characteristic is injected using a light emitter into the first insert. In some embodiments, the light characteristic includes at least one of a color, a frequency, a wavelength, and an intensity of the light. In some embodiments, the light characteristic is selected such that observable portions of the optical communication through the decorative light guide match the current color of the decorative light guide. In some embodiments, the light characteristic is selected from nonvisual light frequencies. In some embodiments, the light characteristic is selected from visual light frequencies. At block408, the light is received by a light receiver from the second insert. In some embodiments, the light passes between the first insert and the second insert in a direction parallel to a major surface of the decorative light guide. In some embodiments, the first insert and the second insert each include a polished transparent material having a surface variation of less than 3 percent. In some embodiments, the light emitter defines a portion of a communication hub on the surface of the first insert and the light receiver defines a portion of a control object on the surface of the second insert. In some embodiments, the control object includes one or more of a camera, a display, a rain sensor, an air quality sensor, a driver monitor, a passenger monitor, and a microphone. In some embodiments, the communication hub negotiates with the control object to communicate through the decorative light guide using light having the selected light characteristic. While the above disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from its scope. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiments disclosed, but will include all embodiments falling within the scope thereof. | 34,225 |
11858417 | DETAILED DESCRIPTION This disclosure relates to a sun visor including a magnetic switch. The magnetic switch is used, in one example, to selectively turn a light on and off as a vanity cover is opened and closed, respectively. The magnetic switch improves light performance and prevents issues such as flashing or flickering of the light, which are problems associated with sun visors including mechanical switches. The magnetic switch further improves performance by eliminating malfunctions (e.g., such as when the light stays on or off) associated with mechanical switches. Additionally, the present disclosure provides for a more robust hinge, as the magnetic switch does not need to be incorporated into a hinge of the vanity cover. FIG.1illustrates an example sun visor20for a vehicle. The sun visor20includes a main body portion22and first and second hinge elements24a,24b. The first hinge element24ais connected to a mounting structure26, which is used to connect the sun visor20to a vehicle support structure, such as a roof of the vehicle above a vehicle windshield. The main body portion22is configured to hinge about hinge elements24a,24bbetween a stored position and a deployed position. In the deployed position, the main body portion22helps shade the eyes of a driver or passenger of a vehicle from the glare of sunlight. The sun visor20also includes a vanity28and a vanity cover30in this example. The vanity cover30is configured to hinge between an open position and a closed position relative to the vanity28. In this example, the vanity28includes a mirror32and two lights34,36on opposite sides of the mirror32. The lights34,36may be light emitting diode (LED) lights in one example. While two lights34,36are illustrated, this disclosure extends to vanities including one or more lights. The lights34,36are configured to turn on and off as the vanity cover30opens and closes, respectively. The vanity cover30is in the open position inFIG.1. In this disclosure, the sun visor20includes a magnetic switch38selectively activated and deactivated to turn the lights34,36on and off. The magnetic switch38includes a first magnetic switch component40(FIG.2) incorporated into the vanity28and a second magnetic switch component42(FIG.3) incorporated into the vanity cover30. Movement of the vanity cover30relative to the vanity28activates and deactivates the magnetic switch38. In one example, the magnetic switch38includes a reed switch, however this disclosure extends to other types of electrical switches operated by applied magnetic fields. FIG.2illustrates the first magnetic switch component40relative to a frame44of the vanity28. The frame44is supported by the main body portion22in this example. The frame44in this example is a single piece of plastic material. The frame44supports the mirror32, the lights34,36, and a printed circuit board (PCB)46, among other things. The PCB46is a board supporting electronic components. One such component is the first magnetic switch component40. The PCB46is electrically couples the first magnetic switch component40to other electronic components mounted to the PCB46. The other electronic components are configured to turn the lights34,36on and off in response to activation and deactivation of the first magnetic switch component40. In this example, the first magnetic switch component40is supported on a projection48of the PCB46. The projection48positions the first magnetic switch component40adjacent a rim49of the vanity28substantially opposite a hinge51of the vanity28. In this example, the first magnetic switch component40is covered by at least one of the mirror32and the lights34,36when the vanity28is assembled, such as inFIG.1. The first magnetic switch component40in this example is a switch responsive to a magnetic field. The magnetic field, in this example, is provided by the second magnetic switch component42, which in this example is a magnet. The second magnetic switch component42is a permanent magnet in one example. In one example, the vanity cover30includes a bumper43(FIG.4) covering the second magnetic switch component42. The bumper43is attached to the second magnetic switch component42by an adhesive in one example. The magnetic field generated by the second magnetic switch component42is strong enough to permeate through the bumper43, the mirror32, and the lights34,36. The second magnetic switch component42is molded into the vanity cover30such that it is flush relative to a central body portion50of the vanity cover30. The second magnetic switch component42is arranged adjacent a rim52of the vanity cover30and substantially opposite a hinge54of the vanity cover30, such that when the vanity cover30is closed the first and second magnetic switch components40,42substantially align with one another. The first and second magnetic switch components40,42are provided opposite the hinges51,54such that the magnetic switch38will be activated soon after the vanity cover30is opened, and will be deactivated soon before the vanity cover30is closed. In one example, the magnetic field generated by the second magnetic switch component42is of a strength such that the magnetic switch38is activated and deactivated without the rims49,52of the vanity28and the vanity cover30touching. InFIG.5, the rims49,52are spaced-apart by a distance D.FIG.5illustrates the vanity cover30in a position where the magnetic switch38becomes activated if opening the vanity cover30, and where the magnetic switch38becomes deactivated if closing the vanity cover30. Thus, using the disclosed arrangement, the lights34,36turn on before the vanity cover30is fully opened, and the lights turn off just before the vanity cover30is fully closed. Terms such as “generally,” “substantially,” and “about” are not intended to be boundaryless terms, and should be interpreted consistent with the way one skilled in the art would interpret those terms. Although the different examples have the specific components shown in the illustrations, embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another one of the examples. One of ordinary skill in this art would understand that the above-described embodiments are exemplary and non-limiting. That is, modifications of this disclosure would come within the scope of the claims. Accordingly, the following claims should be studied to determine their true scope and content. | 6,542 |
11858418 | DETAILED DESCRIPTION OF THE INVENTION Hereinafter, an embodiment of the invention will be described with reference to the drawings. (Configuration) As illustrated inFIG.1, a pseudo driving sound playback system1is configured to specify one from a plurality of vehicle models and play back the driving sound of the vehicle model in a pseudo manner in the vehicle. Specifically, the pseudo driving sound playback system1has a server2and an in-vehicle device3. The server2has a controller21and a storage unit22. The server2has a database in the storage unit22that stores a plurality of pseudo sound data sets associated with each of a plurality of vehicle models of passenger gasoline vehicles. The controller21executes a process of responding to a request indicating the vehicle model with a pseudo sound data set corresponding to the vehicle model. Each pseudo sound data set is a data table in which sound elements are associated with each of a plurality of predefined driving states. The sound element is sound data associated with a vehicle model and a driving state. The storage unit22stores various programs for the controller21to control each of the above units and various data used by the various programs. In other words, the various programs cause the in-vehicle device3operating as a computer to execute the processes of the various programs. The server2is a computer and includes a Central Processing Unit (CPU), which is the main component of the controller21, an Electrically Erasable and Programmable Read Only Memory (EEPROM) which can rewrite and store the programs executed by the CPU and the data used for these programs, and a Random Access Memory (RAM) which temporarily stores data when the program is executed. The server2is not limited to one computer and may be provided by distributing the functions to a plurality of computers. The in-vehicle device3includes a communication unit31which performs data communication with the server2via a communication line101, a display unit32which displays a plurality of vehicle models in a selectable manner, an input unit33which accepts input from a user, a storage unit34, a detection unit35which continuously detects the driving state of a passenger car on which the in-vehicle device3is mounted, a sound output unit36which outputs the sound element of the pseudo sound data set to the inside of the passenger car, an environmental sound acquisition unit38which acquires environmental sound outside the vehicle, and a controller37which controls each of these units. The communication unit31is an interface for performing data communication using a communication network such as the Internet. The display unit32is, for example, a display of a terminal device such as a tablet computer and a smartphone, or a car navigation device mounted on a passenger car to which the pseudo driving sound playback system1is applied and has a function of presenting a plurality of vehicle models. For example, a vehicle model selection screen in which vehicle model information is displayed for each of the plurality of vehicle models is displayed. The display unit32may present a plurality of vehicle models by voice instead of the display unit32. The input unit33is, for example, an input device such as the terminal device, a touch panel in the car navigation device, a mouse, a keyboard, a microphone, and a camera and has a function of receiving an input for selecting one desired by a user from a plurality of vehicle models. The input unit33is not limited to accepting the user's touch operation and may accept the user's voice or gesture. The in-vehicle device3includes a computer and includes a CPU, which is the main component of the controller37, an EEPROM which can rewrite and store the programs executed by the CPU and the data used by these programs, and a RAM which temporarily stores data when the program is executed. The storage unit34is a non-transitory recording medium which can be read by a computer and is composed of the storage device described above. Also, the storage unit34stores various programs for the controller37to control each of the above units and various data used by the various programs. In other words, the various programs cause the in-vehicle device3operating as a computer to execute the processes of the various programs. These various programs and various programs are stored, for example, by installing an application on a terminal device. The storage unit34stores, for example, the pseudo sound data set downloaded from the server2. The detection unit35is one or more sensors having a function of detecting the driving state of a passenger car equipped with the in-vehicle device. For example, the detection unit35is any one or more of a speed sensor which detects the speed of a passenger car as a driving state, an accelerometer which detects the acceleration of a passenger car as a driving state, an inclined angle sensor which detects the inclination of the road as the driving state of a passenger car, and the like. For example, the speed sensor may be a GPS device or a time measuring device provided in a terminal device or a car navigation device and the speed may be detected by these devices. Further, for example, the speed sensor may be a sensor which detects the inclination of an accelerator pedal and may detect the speed based on the inclination of the accelerator pedal. The various sensors are not limited to these and known ones can be applied. The sound output unit36is, for example, a speaker installed in a passenger car, a speaker of a terminal device, or the like. The environmental sound acquisition unit38has a function of acquiring a sound generated outside the passenger car. The environmental sound acquisition unit38is, for example, a microphone device provided outside the passenger car. The controller37has a vehicle model determination unit371, a request unit372, a download unit373, a sound element selection unit374, and an output control unit375. The vehicle model determination unit371has a function of determining any one of a plurality of vehicle models based on the input of a user received by the input unit33. The determination of the vehicle model may be permitted by the user's charge. That is, when the vehicle model selected by a user is not charged, the vehicle model determination unit371may output, to the display unit32or the sound output unit36, that the vehicle model cannot be selected because it has not been charged, that payment is required, and a charging screen or the like. This can improve the profits of vendors who provide pseudo driving sound playback systems. Further, the controller37may control the advertisement of the manufacturer of the vehicle model selected by a user to be output to the display unit32or the sound output unit36at a predetermined time as an alternative to the charge. As a result, it is possible to allocate royalties for using the driving sounds, the images, and the like of the vehicle model. Further, the vehicle model determination unit371may display an image imitating an in-vehicle device such as a tachometer actually mounted on the determined vehicle model on the display unit32after the vehicle model is determined. This makes it possible to further improve the immersive feeling of a user. In the embodiment, the advertisement is not presented due to charging, but the embodiment is not limited to this. For example, the vehicle model may be selected only by charging. Further, for example, there may be a mode in which all vehicle models can be selected without charging or presenting an advertisement. The request unit372has a function of requesting the vehicle model determined by the vehicle model determination unit371to the server2via the communication unit31. When the pseudo sound data set corresponding to the vehicle model determined by the vehicle model determination unit371is already stored in the storage unit34, the request may be canceled. The download unit373has a function of downloading the pseudo sound data set corresponding to the vehicle model from the server2and storing pseudo sound data set in the storage unit34as a response to the request. The sound element selection unit374has a function of selecting a sound element according to the driving state detected by the detection unit35from the pseudo sound data set. The sound element selection unit374may change the standard for selecting the sound element according to the setting. For example, the sound element selection unit374may switch the sound element to be selected from the sound element of 50 km/h, the sound element of 75 km/h (corresponds to 1.5 times the detected speed), and the sound element of 100 km/h (corresponds to twice the detected speed) according to the setting when the speed of the passenger car is 50 km/h. As described above, the sound element selection unit374may change the standard of the sound element to be selected with respect to the detected driving state according to the setting. This allows a user to easily experience a high-speed driving sound. It is preferable that the sound element to be selected corresponds to a driving state in which the speed or acceleration is higher than those of the detected driving state. This makes it possible for a user to reduce the illusion that the speed or acceleration is lower than the actual driving state in which the user is driving. In this embodiment, the reference value can be finely set by a slider bar in a range where the minimum value is 1× and the maximum value is 2× on the setting screen (seeFIG.3). The output control unit375has a function of sequentially outputting the sound elements selected by the sound element selection unit374as sound from the sound output unit36. The output control unit375perform control for continuously outputting the currently selected sound element until the next sound element is selected, and switching to the output of the next sound element when the next sound element is selected. Further, the controller37has an environmental sound control unit376. The environmental sound control unit376has a function of outputting to the inside of the vehicle via the sound output unit36based on the environmental sound generated outside the vehicle acquired by the environmental sound acquisition unit38. The environmental sound control unit376may output the environmental sound generated outside the vehicle acquired by the environmental sound acquisition unit38as it is, or the environmental sound control unit376may extract only sound waves having a volume equal to or higher than a predetermined value, for example, sirens of emergency vehicles such as ambulances, fire engines, and police cars, sounds generated by large vehicles, and sound waves such as accidents between vehicles and output the sound waves into the vehicle. Further, when only sound waves having a volume equal to or higher than a predetermined value are output into the vehicle, the volume of the output sound element may be lowered or the output of the sound element may be omitted. Known methods can be applied to the extraction of sound waves. Further, the environmental sound control unit376may generate virtual environmental sound based on the driving state detected by the detection unit35and output the virtual environmental sound from the sound output unit36. Examples of the virtual environmental sound include wind noise, tire running sound, and brake noise. This makes it possible to play back a more natural driving sound. For the virtual environmental sound, a plurality of sound data associated with each of the plurality of driving states are downloaded from the server2and stored in the storage unit34. The output of the virtual environmental sound is preferably turned on/off according to the user's setting. This makes it possible to meet the desire of the user who wants to hear only the driving sound. In the embodiment, on/off can be set for each of the wind noise, the tire running sound, and the brake noise (seeFIG.3). That is, the environmental sound data individually includes the sound data of the wind noise, the tire running sound, and the brake noise and only the environmental sound that is turned on is configured so that the data corresponding to the driving state is extracted and output as sound. As described above, the pseudo driving sound playback system1is the pseudo driving sound playback system1having the server2and the in-vehicle device3. The server2has a database which stores a plurality of pseudo sound data sets in which the sound elements of the engine sound are associated with each of a plurality of predefined driving states for each of a plurality of passenger gasoline vehicle models. The in-vehicle device3includes the communication unit31which performs data communication with the server2, the input unit33which accepts input from a user, the storage unit34, the detection unit35which continuously detects the driving state of the passenger car equipped with the in-vehicle device3, the sound output unit36which outputs sound elements to the inside of the passenger car, and the controller37. Then, the controller37determines any one of the plurality of vehicle models based on the input of the user received by the input unit33and requests the determined vehicle model to the server2via the communication unit31. Next, as a response to the request, the controller37downloads the pseudo sound data set corresponding to the vehicle model from the server2and stores the pseudo sound data set in the storage unit34. Then, the controller37selects a sound element according to the driving state detected by the detection unit35from the pseudo sound data set and sequentially outputs the sound element as sound from the speaker. According to the configuration described above, the user simply selects a desired vehicle model from a plurality of passenger gasoline vehicle models and the pseudo sound data set is automatically downloaded from the server2, and then the sound elements according to the driving state are sequentially played back in the vehicle. As a result, the user can easily experience the driving sounds of a plurality of vehicle models. (Display Mode of Display Unit32in In-Vehicle Device3) Next, the display mode of the display unit32will be described. First, an example of a vehicle model selection screen will be described with reference toFIG.2. As illustrated inFIG.2, the display unit32of the in-vehicle device3displays the vehicle model selection screen for selecting a vehicle model. On the vehicle model selection screen, vehicle model information321including manufacturer name information, vehicle model name information, vehicle model appearance image, and vehicle model detailed information (release date, engine, displacement, and the like) is displayed in a list for each vehicle model. In addition, purchase information322is displayed in the vehicle model information321and information on whether the vehicle model has been charged and purchased or has not been charged and is subject to advertisement presentation is displayed. Next, a setting screen transitioned from the vehicle model selection screen will be described with reference toFIG.3. As illustrated inFIG.3, on the setting screen, the reference value and the on/off of the virtual environmental sound can be set. The reference value is a criterion for selecting a sound element as described above. When the reference value is 1×, the sound selection reference is not changed, and thus, for example, when the speed of a passenger car is detected as 50 km/h, the sound element of 50 km/h is selected. Further, when the reference value is 1.5×, for example, if the speed of the passenger ear is detected as 50 km/h, the sound element of 75 km/h is selected. Further, when the reference value is 2×, for example, if the speed of the passenger car is detected as 50 km/h, the sound element of 100 km/h is selected. On/off of the virtual environmental sound is a setting of whether or not to output the virtual environmental sound. Next, with reference toFIG.4, a pseudo sound playback screen transitioned from the vehicle model selection screen will be described. The pseudo sound playback screen is a screen displayed on the display unit32when the pseudo sound is played back. As illustrated inFIG.4, on the pseudo sound playback screen, an image of an in-vehicle device imitating an indicator such as a tachometer actually mounted on the selected vehicle model is displayed. For example, the image may be controlled so as to reduce the remaining amount of the displayed oil indicator according to the time and an advertisement may be output when the remaining amount becomes zero. (Database on Server2) Next, a database stored in the storage unit22of the server2will be described with reference toFIG.5. As illustrated inFIG.5, the vehicle model name and the pseudo sound data set are stored in association with a vehicle model ID which identifies the vehicle model. In response to the request from the in-vehicle device3, the server2responds with a pseudo sound data set corresponding to the vehicle model ID included in the request. (Pseudo Sound Data Set Table) The pseudo sound data set included in the database of the server2and stored in the storage unit34of the in-vehicle device3is a data table. As illustrated inFIG.6, this pseudo sound data set table has a speed column, an acceleration column, and an inclination angle column as driving states and sound element data corresponding thereto is stored. For example, in the speed column, the acceleration column, and the inclination angle column, a signal value indicating the driving state which can be transmitted from the detection unit35and a range thereof are stored. When the controller37actually receives the signal of the driving state from the detection unit35, the pseudo sound data set table is referred to as a look-up table by the signal value and the sound element to be output is extracted. When the standard of the selected sound element is changed, the signal value indicating the driving state is converted by a conversion table (not illustrated), and then the pseudo sound data set table is referred to. For example, when the reference value is 1.5× and the detected speed is 50 km/h, it is converted into a signal of 75 km and the pseudo sound data set table is referred to. Such a pseudo sound data set table is stored in the storage unit22of the server2in advance for each vehicle model and is downloaded to the in-vehicle device3as needed. (Virtual Environmental Sound Table) Further, as illustrated inFIG.7, the storage unit22of the server2stores a virtual environmental sound table for generating a virtual environmental sound. When the virtual environmental sound is turned on by the user's setting, the virtual environmental sound table is downloaded and used. Similar to the pseudo sound data set table, the virtual environmental sound table has a speed column, an acceleration column, and art inclination angle column as driving states and the corresponding environmental sound data is stored. When the controller37actually receives the signal of the driving state from the detection unit, the virtual environmental sound table is referred to as a look-up table by the signal value and the environmental sound data to be output is extracted. In the embodiment, the environmental sound data individually includes the sound data of the wind noise, the tire running sound, and the brake noise and the controller37extracts the data corresponding to the driving state from the turned-on environmental sound. Such a virtual environmental sound table is stored in the storage unit22of the server2in advance and is downloaded to the in-vehicle device3as needed. (Billing Table) Further, as illustrated inFIG.8, the storage unit22of the server2stores a billing table in which the billing status for each vehicle model of a user is stored. The billing table has a user ID column for identifying a user, a user name column, and a plurality of vehicle model columns. For the user ID and user name, data indicating whether or not there is a charge for each vehicle model is stored. The server2refers to the billing table in response to the request when the in-vehicle device3displays the vehicle model selection screen and responds with the above data of the user who made the request together with the vehicle model information for each vehicle model. (Flowchart) Next, with reference toFIG.9, a flowchart of the main process will be described as an example of the operation executed by the controller37of the in-vehicle device3. First, the controller37determines whether or not the display of the vehicle model selection screen is requested by, for example, a user activating an application of a terminal device or the like (S1). When the display of the vehicle model selection screen is not requested (S1: NO), the controller37repeats Step S1and enters the standby state. On the other hand, when the display of the vehicle model selection screen is requested (S1: YES), the controller37transmits the request for the vehicle model selection screen to the server2(S2). This request includes a user ID. Then, the controller37determines whether or not there is a response from the server2(S3). When there is no response from the server2(S3: NO), Step S3is repeated and the standby state is set. On the other hand, when there is a response from the server2(S3: YES), the controller37generates a vehicle model selection screen (seeFIG.4) based on the billing status and vehicle model information for each vehicle model included in the response and outputs the screen to the display unit32(54). Then, the controller37determines whether or not there is an input from the user to specify the vehicle model (S5). When there is no input from the user to specify the vehicle model (S5: NO), Step S5is repeated and the standby state is set. On the other hand, when there is an input from the user to specify the vehicle model (S5: YES), the controller37specifies the vehicle model (S6). When the advertisement display is not provided as a substitute for the charge, the controller37may determine whether or not the vehicle model has already been charged. When the charge has not been completed, the controller37may display that the vehicle model cannot be selected because it has not been charged, that the payment is required, and the like and guide the user to the charge screen. Further, the controller37may shift the process to Step S1when the charge for the vehicle model is not performed. After Step S6, the controller37determines whether or not the pseudo sound data set of the vehicle model has already been downloaded (S7). When the pseudo sound data set has not been downloaded (S7: NO), a request including information on the vehicle model is transmitted to the server2(S8). After that, the controller37determines whether or not there is a response from the server2(S9). When there is no response from the server2(S9: NO), the controller37repeats Step S9and enters the standby state. On the other hand, when there is a response from the server2(S9: YES), the controller37stores data such as a pseudo sound data set included in the response and an in-vehicle device image displayed on the pseudo sound playback screen in the storage unit34(S10). In Step S7, when the pseudo sound data set has already been downloaded (S7: YES), or after Step S10, the controller37shifts the screen displayed on the display unit32from the vehicle model selection screen (seeFIG.2) to the pseudo sound playback screen (seeFIG.4) (S11). Then, the controller37executes a pseudo sound playback process (S12). The pseudo sound playback process will be described with reference toFIG.10. Next, a flowchart of the pseudo sound playback process, which is a subroutine of the main process, will be described with reference toFIG.10. First, the controller37determines whether or not a specific sound wave having a volume equal to or higher than a predetermined value, for example, sirens of emergency vehicles such as ambulances, fire engines, and police cars, sounds generated by large vehicles, and sound waves such as accidents between vehicles, has been acquired by the environmental sound acquisition unit38(S18). When the specific sound wave is acquired (S18: YES), the controller37stops the pseudo sound including the playback sound element and the virtual environmental sound and outputs the specific sound wave in the vehicle until the specific sound wave is not acquired (S19). When the specific sound wave is not acquired in Step S18(S18: NO), or after Step S19, it is determined whether or not the detection signal indicating the driving state from the detection unit35is received (S20). When the driving state is detected (S20: YES), the controller37determines whether or not the sound selection reference has been changed by the setting (S21). That is, when “1×” is selected on the setting screen (seeFIG.3), the sound selection reference is not changed, and when any other value (for example, “1.5×” or “2×”) is selected by the slider bar, the sound selection reference is changed. When the sound selection reference is changed (S21: YES), the controller37converts the detection signal indicating the driving state acquired by the detection unit35with the reference value (S22). For example, when the driving state is 50 km and the reference value is “1.5×”, it will be converted into a signal indicating “75 km”. After Step S22, or when the sound selection reference has not changed (S21: NO), the controller37refers to the pseudo sound data set table stored in the storage unit34as a lookup table and extracts sound element data (S23). Then, the controller37determines whether or not to output the virtual environmental sound (S24). When the virtual environmental sound is output (S24: YES), the controller37refers to the virtual environmental sound table downloaded from the server2and stored in the storage unit34as a lookup table and extracts the virtual environmental sound (S25). That is, on the setting screen (seeFIG.3), the turned-on virtual environmental sound (sound data of wind noise, tire running sound, and brake noise) is extracted. After Step S25, or when the virtual environmental sound is not output (S24: NO), the controller37outputs a pseudo sound (S26). The pseudo sound includes a sound element and includes a virtual environmental sound when the virtual environmental sound is output. When the driving state is not detected in Step S20(S20), the playback of the pseudo sound currently being played is continued (S27). After Step S26or Step S27, the controller37determines whether or not it is the advertisement timing (S27). The advertisement timing may be set after a predetermined time has elapsed from the start of the pseudo sound playback process or the previous advertisement timing. When it is the advertisement timing (S28: YES), the controller37outputs the advertisement (S29). As the output mode of the advertisement, the advertisement may be displayed on the display unit32, or the output of the pseudo sound may be temporarily stopped and the advertisement may be output by voice. After Step S28, or when it is not the advertisement timing in Step S27(S27: NO), the controller37determines whether or not to finish this routine. Whether or not to finish may be determined by whether or not the user has made an input indicating termination to the input unit33, whether or not it has been detected that the engine has been stopped, and the like. When it does not end (S29: NO), the controller37shifts the process to Step S18. On the other hand, when finishing, the process of this routine is terminated and the process is returned to the main process. Although the embodiment of the invention have been described above, only specific example is illustrated and the invention is not particularly limited, and further specific configurations of each part and the like can be appropriately redesigned. Moreover, the effects described in the embodiment of the invention merely list the most preferable effects arising from the invention and the effects of the invention are not limited to those described in the embodiment of the invention. Moreover, in the above-described detailed description, the characteristic parts are mainly described so that the invention can be understood more easily. The invention is not limited to the embodiment described in the detailed description described above and can be applied to other embodiments, and the scope of application thereof is diverse. In addition, the terms and usages used in the present specification are used to accurately explain the invention and are not used to limit the interpretation of the invention. Further, those skilled in the art will find it easy to infer other configurations, systems, methods and the like included in the concept of the present invention from the concept of the invention described in the specification. Therefore, the description of the scope of claims must be regarded as including an equal configuration without departing from the scope of the technical idea of the invention. The purpose of the abstract is to enable engineers and others belonging to the Japan Patent Office, general public institutions, and technical fields who are not familiar with patents, legal terms, or technical terms to promptly determine the technical content and essence of the present application by a simple search. Therefore, the abstract is not intended to limit the scope of the invention to be evaluated by the statement of claims. Further, in order to fully understand the object of the invention and the peculiar effect of the invention, it is desired that the interpretation is made with full consideration of the documents and the like already disclosed. The detailed description described above includes processing performed on the computer. The above explanations and expressions are described for the purpose of being understood by those skilled in the art most efficiently. In the specification, each process used to derive one result should be understood as a self-consistent process. Further, in each process, transmission reception, recording, and the like of an electric or magnetic signal are performed. In the processing in each process, such signals are represented by bits, values, symbols, letters, terms, numbers, and the like, but these are used merely for convenience of explanation. In addition, the processing in each process may be described in terms common to human behavior, but the processing described in the specification is, in principle, executed by various devices. In addition, other configurations required to perform each process are self-evident from the above description. | 30,833 |
11858419 | DETAILED DESCRIPTION OF EMBODIMENTS The disclosure will be further described below in combination with the accompanying drawings and illustrated embodiments. The disclosure assists the traffic management department to control the fatigued drivers of the freeway from three aspects. In the first aspect, from the perspective of the driver, the common camera is placed in the vehicle cab to collect real-time driving video information of the driver, such as the driver's fatigue characteristic postures, and then a reasonable fatigue level of the driver is calculated through the built-in module of the camera through the corresponding algorithm. The corresponding “interference” is made to the driver through the obtained fatigue level, which is made according to the fatigue level of the driver, so as to keep the driver awake for a period of time and maintain the driver to reach the rest area given by the navigation. In the second aspect, from the perspective of surrounding drivers, the number of fatigued drivers and their fatigue levels in the road section they are driving at the same time are processed, analyzed and integrated to obtain the fatigue safety index of this road section. According to the fatigue safety index of each road section, the cloud map of fatigue road conditions of this road section is drawn and uploaded to the cloud. The cloud map of fatigue road conditions is fed back to the surrounding drivers in real time through the mobile phone application. The surrounding drivers can make a judgment according to the fatigue safety index of the road section to be driven into. When the fatigue safety index is low, the driver can choose to drive into the service area to rest and wait or continue driving at a selected time. Through the above measures to achieve the purpose of early-warning of the surrounding driving vehicles, and try to avoid serious traffic accidents. In the third aspect, from the perspective of traffic management departments, the information of the driver's fatigue characteristic postures, driving time and cloud map of fatigue road conditions will be fed back to the traffic management departments. The traffic management departments can make control according to the fatigue safety index of the road section and give corresponding reminders and warnings to the driver. For example, when a driver drives for 2 hours with mild fatigue, the traffic management departments will send a warning through the cloud to remind the driver to choose an opportunity to driver into the service area for rest. When the driver does not driver into the service area, the traffic management department will make some penalties and mandatory measures according to the driver's fatigue driving. Specifically, the disclosure provides a fatigue driving monitoring, reminding and early-warning method based on computer vision. The specific steps are as follows:step S1, monitoring a driving time, identifying the fatigue characteristic postures of a driver, and obtaining a fatigue level according to the driving time and a result of identifying the fatigue characteristic postures;step S2, providing the driver with a corresponding grade of reminder corresponding the fatigue level according to the fatigue level and obtaining a vehicle real-time position information to plan a route to a nearest rest area, when the fatigue level exceeds a level threshold; andstep S3, obtaining the fatigue level and the vehicle real-time position information, obtaining a fatigue safety index according to the fatigue level and the vehicle real-time position information, then drawing a cloud map of fatigue road conditions according to the fatigue safety index, and sharing the cloud map of fatigue road conditions to all traffic management departments and all drivers on freeways for early-warning. Referring toFIG.1, the above method is applied to a fatigue driving monitoring, reminding and early-warning system based on computer vision provided by the disclosure, and is particularly suitable for fatigue driving monitoring, reminding and early-warning of drivers of heavy-duty trucks. The fatigue driving monitoring, reminding and early-warning system of the disclosure may include a fatigue real-time monitoring system, a fatigue automatic reminding system and a fatigue information early-warning system. The fatigue real-time monitoring system is configured to monitor fatigue degree of driver on freeway, specifically, judges fatigue degree of the driver according to posture information of the monitored driver, and then the fatigue level is quantified as a fatigue level. The fatigue automatic reminding system can provide emergency treatment for fatigued drivers under different conditions to ensure traffic safety. The fatigue information early-warning system can provide online warning information to the traffic management departments and drivers of surrounding vehicles, thereby reducing the incidence of traffic accidents caused by fatigue driving. A video recording device of the fatigue real-time monitoring system can record and monitor state characteristics such as limb movement and facial state of the vehicle driver, an analysis processor (also referred to as an analysis processing module) can identify the fatigue characteristic postures of the vehicle driver, and a driving timer (also referred to as a driving timing module) can record the driving time of the vehicle. According to frequencies of the driver's fatigue characteristic postures during a certain period of time and the driving time (that is, referring to the fatigue level comparison table 1), the current driver's fatigue level can be obtained, which also reflects the current driver's fatigue level. Specifically, the fatigue real-time monitoring system may include the video recording device for example a video recorder, the driving timer, and the analysis processor. The video recording device is installed on a rear-view mirror to monitor and record the driver's limb movements, facial postures and other state characteristics in real time. The video recording device sends the recorded video image information to the analysis processor. The driving timer is configured to record the driving time and send the driving time to the analysis processor; The analysis processor is configured to receive the video image information, generate digital information according to the recorded video image information, identify and record the driver's facial postures and motion posture information, and thereby identifying the driver's fatigue characteristic postures, cold uncomfortable posture and hot uncomfortable posture and then analyzing a real-time state of the driver. In one illustrated embodiment, the analysis processor is configured to identify the fatigue characteristic postures of the driver according to skeletal node recognition, such as stretching, yawning, frequent blinking, rubbing eyes, closing eyes, frequent nodding, etc. In this way, the fatigue real-time monitoring system can automatically identify the real-time state of drivers without affecting the driving behavior of drivers. As the “eye” of the whole fatigue driving monitoring, reminding and early-warning system based on the computer vision, the information identified by the fatigue real-time monitoring system is used to make the fatigue automatic reminding system remind drivers in time, and also to make the fatigue information early-warning system send out early-warning information. Specifically, the disclosure classifies common fatigue postures of the human body, such as stretching, yawning, frequent blinking, rubbing eyes, closing eyes, frequent nodding, etc., into three levels of fatigue characteristic postures, including:a first-level fatigue characteristic posture, including stretching and yawning;a second-level fatigue characteristic posture, including frequent blinking and rubbing eyes; anda third-level fatigue characteristic posture, including closing eyes and frequent nodding. In one illustrated embodiment, the disclosure combines the frequencies of the fatigue characteristic postures of the driver and the driving time for any time after the vehicle is started to obtain the fatigue level. In order to more conveniently quantify the fatigue degree of the drivers as a fatigue level, the disclosure defines four fatigue levels (0, 1, 2, 3) of 0 (normal state), 1 (mild fatigue), 2 (moderate fatigue) and 3 (severe fatigue), which characterize the fatigue degree of the drivers. The fatigue level is obtained by comprehensively quantifying the frequencies of these characteristic fatigue postures and the driving time, based on national traffic rules. Specifically, the normal state 0 is that the driving time is less than or equal to 3 hours since the vehicle is started, and during which none of the fatigue characteristic postures of the driver has been detected. Specifically, the mild fatigue 1 is selected from the group consisting of that:1) the driving time is more than 3 hours and less than 3.5 hours since the vehicle is started, and during which none of the fatigue characteristic posture of the driver has been detected;2) the driving time is less than 3 hours since the vehicle is started, and during which the first-level fatigue characteristic posture of the driver has been detected once; and3) the driving time is less than 2 hours since the vehicle is started, and during which the second-level fatigue characteristic posture of the driver has been detected once. Specifically, the moderate fatigue 2 is selected from the group consisting of that:1) the driving time is more than 3.5 hours and less than 4 hours since the vehicle is started, and during which none of the fatigue characteristic postures of the driver has been detected;2) the driving time is more than 3 hours and less than 4 hours since the vehicle is started, and during which the first-level fatigue characteristic posture of the driver has been detected once;3) the driving time is more than 2 hours and less than 3.5 hours since the vehicle is started, and during which the second-level fatigue characteristic posture of the driver has been detected once;4) the driving time is less than 3 hours since the vehicle is started, and during which another first-level fatigue characteristic posture of the driver occurs within 10 minutes after one first-level fatigue characteristic posture of the driver has been detected;5) the driving time is less than 2.5 hours since the vehicle is started, and during which one second-level fatigue characteristic posture of the driver occurs within 10 minutes after one first-level fatigue characteristic posture of the driver has been detected;6) the driving time is less than 2.5 hours since the vehicle is started, and during which one first-level fatigue characteristic posture of the driver occurs within 10 minutes after one second-level fatigue characteristic posture of the driver has been detected; and7) the driving time is less than 2 hours since the vehicle is started, and during which another second-level fatigue characteristic posture of the driver within 10 minutes after one second-level fatigue characteristic posture of the driver has been detected. Specifically, the severe fatigue 3 is selected from the group consisting of that:1) in any case where the driving time is greater than or equal to 4 hours;2) the third-level fatigue characteristic posture of the driver has been detected once or more than once in any driving time since the vehicle is started;3) the driving time is more than 3.5 hours since the vehicle is started, and during which the second-level fatigue characteristic posture of the driver has been detected once;4) the driving time is more than 3 hours since the vehicle is started, and during which another first-level fatigue characteristic posture of the driver occurs within 10 minutes after one first-level fatigue characteristic posture of the driver has been detected;5) the driving time is more than 2.5 hours since the vehicle is started, and during which one second-level fatigue characteristic posture of the driver occurs within 10 minutes after one first-level fatigue characteristic posture of the driver has been detected;6) the driving time is more than 2.5 hours since the vehicle is started, and during which one first-level fatigue characteristic posture of the driver occurs within 10 minutes after one second-level fatigue characteristic posture of the driver has been detected; and7) the driving time is more than 2 hours since the vehicle is started, and during which another second-level fatigue characteristic posture of the driver within 10 minutes after one second-level fatigue characteristic posture of the driver has been detected. In one illustrated embodiment, the fatigue level is set into the analysis processor. The analysis processor quantifies and classifies the fatigue degree of the driver according to the above principles, the fatigue characteristic postures monitored by the video recording device and the driving time recorded by the driving timer, so as to correspond to the set fatigue level one by one for subsequent processing. The fatigue real-time monitoring system of the disclosure has advantages as following. (1) Strong Real-Time Performance without Delay At present, the existing station-type fatigue driving measuring devices are arranged at service area, toll station and other stations on each freeway to judge whether the driver is fatigue driving or not by recording the mileage and driving duration of the vehicle. The existing measuring device cannot track and measure the fatigue state of the driver, the vehicle only be monitored at each station, so the existing measuring device has a delay. The fatigue real-time monitoring system of the disclosure can realize real-time tracking and measurement. The fatigue real-time monitoring system is installed inside the vehicle, and the driver's fatigue degree is determined according to the real-time limb movement and facial posture of the driver, with strong real-time performance is strong. (2) High Accuracy At present, the existing anti-fatigue device for judging the driver according to the recorded driving time of the vehicle only judges the fatigue degree of the driver by recording the driving time, or even whether the driving time exceeds 4 hours, and does not monitor the actual state of the driver during the driving process (There is a situation where the driver does not rest well and drives again but does not exceed the fatigue judgment time, but in this case the driver is still fatigued). The fatigue real-time monitoring system of the disclosure can judge the fatigue state of the driver in real time on the basis of recording the driving time and the fatigue characteristic posture of the driver monitored by the camera, with high accuracy. (3) Strong Pertinence The fatigue real-time monitoring system of the disclosure can not only monitor whether the driver is fatigue driving in real time and accurately, but also determine fatigue degree of the driver according to driving time and the occurrence frequency of the fatigue characteristic posture, which is classified into the four levels: the normal state, the mild fatigue, the moderate fatigue and the severe fatigue. The system can provide corresponding response measures for different fatigue levels, and no “one-size-fits-all” measure is adopted, which not only ensure driving safety, but also ensure economic benefits. The fatigue automatic reminding system may include an intelligent voice device (also referred to as an intelligent voice module), a global positioning system locator (also referred to as a global positioning module), a navigation device (also referred to as a navigation module), a vibrating seat device, and a cab air conditioning device. The analysis processor quantifies the fatigue degree of the driver into the fatigue level, and then sends the fatigue level to the intelligent voice device, the vibrating seat device and the cab air conditioning device respectively. According to the different fatigue levels of the driver, the intelligent voice device, the vibrating seat device and the cab air conditioning device make corresponding responses. The global positioning system locator is configured to determine a real-time position, a driving speed and a driving direction of the vehicle. The navigation device is configured to calculate a shortest route and a distance between a current position of the vehicle and a target position. It can be understood that the intelligent voice module (intelligent voice device) includes a processor and a memory connected to the processor, and the memory includes software modules, executable by the processor; the global positioning module (global positioning system locator) includes a processor and a memory connected to the processor, and the memory includes software modules, executable by the processor; and the navigation module (navigation device) includes a processor and a memory connected to the processor, and the memory includes software modules, executable by the processor. The fatigue automatic reminding system can take different actions when the driver is at different fatigue levels: the intelligent voice device automatically reminds the driver, and the terminal devices such as the vibrating seat device, the cab air conditioning device and the navigation device make emergency and compulsory wakeful response. In this way, the fatigue automatic reminding system can promptly and accurately take reminder measures to fatigued drivers, or remind them for many times to make them aware of the fatigue state and rest, or force them to take measures to make them awake, so as to effectively avoid the occurrence of traffic safety accidents caused by fatigue driving and reduce the incidence of traffic accidents. In one illustrated embodiment, when the fatigue real-time monitoring system monitors that the driver's fatigue level is 0, the fatigue automatic reminding system gives no response, and each of the systems operates normally. When the fatigue real-time monitoring system monitors that the driver's fatigue level is 1, the intelligent voice device responds: broadcasts the driver's real-time fatigue level and persuades “you are now in the mild fatigue, please slow down and drive slowly”. When the fatigue real-time monitoring system monitors that the driver's fatigue level is 2, the intelligent voice device responds: broadcasts the driver's real-time fatigue level and persuades “you are now in the moderate fatigue, please slow down immediately and rest in the nearest rest area”, and the navigation device displays a route between the current position of the vehicle and the nearest rest area of the freeway. When the monitoring system detects that the driver's fatigue level is 3, the intelligent voice device responds: broadcasts the driver's real-time fatigue level and persuades “you are now in the severe fatigue, please slow down immediately and rest in the nearest rest area!”, the navigation device displays a route between the current position of the vehicle and the nearest rest area of the freeway, the vibrating seat device starts a vibration with random high frequency and high amplitude, and the cab air conditioning device sends cooled air with a low temperature and a high speed. Due to fatigue driving, the driver cannot rest in the emergency lane. When the driver drives a long distance and become sleepy, the driver should go to the nearest server to rest as soon as possible, and the driver cannot occupy the emergency lane under normal circumstances. Moreover, because the rest areas on the freeway are far apart, fatigued drivers may miss the best rest area due to unclear navigation. Therefore, it is necessary to provide convenient and reliable routes. Further, the global positioning system locator of the fatigue automatic reminding system can track the position of the driving vehicle in real time, and the navigation device can calculate the most convenient and quick rest area for the driver. Specifically, the navigation device calculates the distance between the real-time position of the vehicle and the current nearest rest area, which provides effective and accurate routes for the fatigued driver to go to the rest area, so that the fatigued driver can enter the rest area to rest as soon as possible, and reduce unnecessary driving time. The analysis processor can receive the distance information of the navigation device and combine with the real-time fatigue level information of the driver obtained by its own analysis. If the distance is too far (i.e., greater than or equal to 30 km), or the minimum driving speed on the freeway required by the traffic regulations requires that the arrival at the rest area must be more than 30 min, the driver cannot arrive at the rest area immediately, and the driver's fatigue level is 3, the situation is an emergency. At this time, the fatigue automatic reminding system is required to adopt emergency methods, that is, the vibrating seat device vibrates with high frequency and high amplitude in a continuous random period, and the cab air conditioning device sends out cooled air with low-temperature and high-speed. Such measures are taken to force the drivers to stay awake in a short time. In an illustrated embodiment of the disclosure, the fatigue real-time monitoring system may further include a CO2concentration monitoring device and an air temperature and humidity monitoring device. The CO2concentration monitoring device is configured to monitor a CO2concentration in the cab; the air temperature and humidity monitoring device is configured to monitor an air temperature and a humidity in a cab of the vehicle. In the illustrated embodiment, due to the low outdoor temperature in winter, the windows of the cab are often closed, which will cause the continuous rise of the CO2concentration in the cab. High concentration of CO2will distract the drivers, make them feel tired and sleepy. The CO2concentration monitoring device monitors the CO2concentration in the cab and sends the CO2concentration information to the analysis processor. When the monitored CO2concentration is higher than 1000 parts per million (ppm), the analysis processor sends a signal to the intelligent voice device to make it respond, that is, the intelligent voice device persuades the driver “the concentration of carbon dioxide in the cab is too high, please open the window for ventilation”. In the illustrated embodiment, due to the high temperature and high humidity of outdoor air parameters in summer working conditions, air with excessively high humidity and temperature will increase uncomfortable of the driver, so as to accelerate the acceleration of the driver's fatigue. The air temperature and humidity monitoring device monitors the temperature and humidity of the air in the cab, and sends the temperature and humidity information to the analysis processor. When the monitored air temperature is higher than 35° C. and the relative humidity is higher than 80%, the analysis processor sends a signal to the cab air conditioning device to turn on the cab air conditioning device at a set temperature of 24° C. The disclosure monitors human body posture image information through the video recording device, and uses Euler video magnification algorithm to perform Fourier transform to thereby obtain a facial skin saturation. There is a linear relationship between skin color saturation and skin temperature to obtain the facial skin temperature of the driver, and then the video recording device sends the human posture image information to the analysis processor. The analysis processor identifies the cold and hot uncomfortable posture of the driver according to the driver's posture and facial skin temperature, monitors the cold and thermal state of the driver, and gives instructions to the cab air conditioning device to adjust the air volume, air temperature and wind speed, so as to make the driver in the best thermal comfort state and save the energy consumption of the cab air conditioning. In one illustrated embodiment, the cold uncomfortable posture is defined as the driver's actions such as rubbing his hands, exhaling to his hands, and buckling his clothes; the hot uncomfortable posture is defined as the driver's actions such as wiping sweat, fanning with his hand, rolling up the sleeves, and pulling the collar. When the cab air conditioning device is turned on, if the analysis processor identifies the driver's cold uncomfortable posture, the analysis processor controls the cab air conditioning device to increase the set temperature by 1° C.; if the analysis processor identifies the hot uncomfortable posture of the driver, the analysis processor controls the cab air conditioning device to decrease its set temperature by 1° C. The fatigue information early-warning system may include an online communicator (also referred to as an online communication module) and a server. The online communicator is configured to receive the fatigue level information and the vehicle real-time position information, and sends the received information to the server. The server is configured to integrate the fatigue level and position information of drivers on all freeway sections, and send the fatigue level information of all vehicle drivers on a specific freeway section to all drivers on the freeway section and the government traffic management department managing the freeway section through the online communicator according to the position information. In this way, other vehicles can not only keep a safe distance from fatigue-driving vehicles, effectively reduce traffic accidents caused by fatigue driving and avoid secondary accidents; but also enable government officials to manage fatigue-driving vehicles more conveniently and intuitively. It can be understood that the online communication module (online communicator) includes a processor and a memory connected to the processor, and the memory includes software modules, executable by the processor In one illustrated embodiment, in order to allow the fatigue information early-warning system to be more intuitive and faster in real-time warning of fatigue-driving vehicle information to surrounding vehicles, the disclosure proposes a concept of fatigue safety index. The fatigue safety index is obtained by integrating and quantifying the number of vehicles with different fatigue levels in every 10 km of freeway section and the purpose is to evaluate the risk of traffic accidents caused by vehicle fatigue driving on the freeway section through the fatigue safety index. The fatigue safety index is one of four levels, including A (safe road section), B (low-risk road section), C (medium-risk road section), and D (high-risk road section). The corresponding situation of the fatigue safety index is shown inFIG.3. The fatigue safety index A indicates that there are no fatigue-driving vehicles on this 10 km of freeway section. The road section is safe and this road section is a safe road section. The fatigue safety index of B indicates that there are greater 0 and less than or equal to 5 vehicles whose the fatigue level of each driver is 1 on this 10 km of freeway section, indicating that this road section is relatively safe and this road section is a low-risk section. The fatigue safety index of C indicates that there are greater than 5 and less than or equal to 10 vehicles whose the fatigue level of each driver is 1 on this 10 km freeway section; or there are greater than 0 and less than or equal to 5 vehicles whose the fatigue level of each driver is 2 on this 10 km of freeway section; or there are greater than 5 and less than or equal to 10 vehicles whose the fatigue level of each driver is 1 and greater than 0 and less than or equal to 5 whose the fatigue level of each driver is 2 on this 10 km of freeway section, indicating that the safety of this road section is low, and this road section is a medium-risk road section. The fatigue safety index of D indicates that there are more than 10 vehicles whose the fatigue level of each driver is 1 on this 10 km of freeway section; or there are greater than 5 and less than or equal to 10 vehicles whose the fatigue level of each driver is 2; or there are more than or equal to 1 vehicle whose the fatigue level of each driver is 3 on this 10 km of freeway section, indicating that the safety of this road section is very low, this section is a high-risk section. In one illustrated embodiment, the server receives real-time fatigue level information of drivers from all freeway sections through the online communicator, combines with the real-time positioning of the drivers corresponding to the fatigue level information, and defines the fatigue safety index of every 10 km of freeway section according to the number of vehicles corresponding to different levels of fatigue level in every 10 km of freeway section. Moreover, the server transmit the fatigue safety index information to the navigation device through the online communicator, so that the fatigue safety index can be displayed on the map of the navigation device, so that the fatigue safety index can be displayed on the map of the navigation device, the fatigue-driving vehicle information in the freeway section can be shared with the local traffic management department and surrounding vehicles through the navigation map, which plays an early-warning role. Further, in order to visualize the fatigue safety index and facilitate traffic management departments and drivers of surrounding vehicles to more intuitively, clearly and quickly identify the safety of freeway sections, the disclosure further proposes a concept of a cloud map of fatigue road conditions shown inFIG.2. The navigation device displays the received fatigue safety index information on the map of the navigation device in different colors. The corresponding relationship is: the fatigue safety index A corresponding to a first color (e.g., green in a colored cloud map), indicating that the freeway section is a safe road section; the fatigue safety index B corresponding to a second color (e.g., blue in the colored cloud map), indicating that the freeway section is a low-risk road section; the fatigue safety index C corresponding to a third color (e.g., yellow in the colored cloud map), indicating that the freeway section is a medium-risk road section; and the fatigue safety index D corresponding to a fourth color (e.g., red in the colored cloud map), indicating that the freeway section is a high-risk road section. After matching the position information of the road section with the fatigue safety index information, the server feeds back to the navigation device through the online communicator, so that the navigation device fills the fatigue safety index with different colors on the freeway section according to the above-mentioned corresponding relationship to generate a cloud map of fatigue road conditions. After that, the online communicator shares the generated cloud map information to all users. The traffic management departments and all drivers on the freeways can use mobile phones, computers and other terminal devices to obtain real-time cloud map of fatigue road conditions information through navigation maps, which can enable the traffic management department to quickly and accurately judge the road section where the fatigue-driving vehicles are located, and then take management and control measures. In addition, it can also enable other vehicle drivers to autonomously determine the safety degree of the road they are driving, identify fatigue-driving vehicles, and adopt methods such as slowing down, changing lanes, and maintaining vehicle distance, so as to avoid traffic accidents. The above solutions have greatly improved the work efficiency of relevant staff of the traffic management departments, obtained the most timely and reliable data for the traffic management departments, completed the important mission of ensuring people's traffic safety and ensured the driving safety of the freeways. TABLE 1Fatigue level look-up tableDriving time0-22-2.52.5-33-3.53.5-4≥4Fatigue characteristichhhhhhposture frequencyFatigue levelNo fatigue characteristic000123postureOne first-level fatigue111223characteristic postureOne second-level fatigue122233characteristic postureOne third-level fatigue333333characteristic postureAnother first-level fatigue222333characteristic postureoccurred within 10 minafter one first-level fatiguecharacteristic postureOne second-level fatigue223333characteristic postureoccurred within 10 minafter one first-level fatiguecharacteristic postureOne third-level fatigue333333characteristic postureoccurred within 10 minafter one first-level fatiguecharacteristic postureOne first-level fatigue223333characteristic postureoccurred within 10 minafter one second-levelfatigue characteristicpostureAnother second-level233333fatigue characteristicposture occurred within 10min after one second-levelfatigue characteristicpostureOne third-level fatigue333333.characteristic postureoccurred within 10 minafter one second-levelfatigue characteristicposture | 33,316 |
11858420 | DETAILED DESCRIPTION FIG.1Ais a diagram illustrating a technique for producing a 3D surround view, in accordance with aspects of the present disclosure. The process for producing a 3D surround view produces a composite image from a viewpoint that appears to be located directly above as vehicle looking straight down. In essence, a virtual top view of the neighborhood around the vehicle is provided. Some example vehicle surround view systems include between four and six fish-eye cameras mounted around a vehicle110. For example, a camera set includes one camera at the front of the vehicle110, another at the rear of the vehicle110, and one on each side of the vehicle110. Images produced by each camera may be provided to an image signal processing system (ISP) that includes memory circuits for storing one or more frames of image data from each camera. Fish-eye images111-114captured by each camera may be conceptually arranged around the vehicle110, for example. An example process of producing a surround view from multiple fish eye lens cameras is described in: “Surround view camera system for ADAS on TI's TDAx SoCs,” Vikram Appia et al, October 2015 (available at https://www.ti.com/lit/pdf/spry270), which is incorporated by reference herein. A basic surround view camera solution typically includes two key algorithm components: geometric alignment and composite view synthesis. Geometric alignment corrects lens (e.g., fish-eye) distortion for input video frames and converts them to a common birds-eye perspective. The synthesis algorithm generates the composite surround view after geometric correction. To produce a seamlessly stitched surround view output, another key algorithm referred to as “photometric alignment” may be utilized. Photometric alignment corrects the brightness and color mismatch between adjacent views to achieve seamless stitching. Photometric correction is described in detail, for example, in U.S. patent application Ser. No. 14/642,510, entitled “Method, Apparatus and System for Processing a Display From a Surround View Camera Solution,” filed Mar. 9, 2015, which is incorporated by reference herein. Camera system calibration may include both lens distortion correction (LDC) and perspective transformation. For fish-eye lens distortion correction, a radial distortion model may be used to remove fish-eye from original input frames by applying the inverse transformation of the radial distortion function. After LDC, four extrinsic calibration matrices may be estimated, one for each camera, to transform four input LDC-corrected frames so that all input views are properly registered in a single world co-ordinate system. A chart-based calibration approach may be used. The content of the chart is designed to facilitate the algorithm accurately and reliably finding and matching features. Chart based calibration is discussed in detail, for example, in U.S. patent application Ser. No. 15/294,369 entitled “Automatic Feature Point Detection for Calibration of Multi-Camera Systems,” filed Oct. 14, 2016, which is incorporated by reference herein. Assuming proper geometric alignment is already applied to the input frames, a composite surround view132ofFIG.1Bmay be produced using, for example, a digital signal processor (DSP). The composite surround view uses data from input frames from the set of cameras. The overlapping regions are portions of the frames that come from the same physical world but are captured by two adjacent cameras, i.e., O{m,n}, where m=1, 2, 3, 4, and n=(m+1) mod 4. O{m,n} refers to the overlapping region between view m and view n, and n is the neighboring view of view m in clockwise order. At each location in O{m,n}, there are two pixels available, i.e., the image data from view m and its spatial counterpart from view n. The overlapping regions may be blended based on weights assigned to the overlapping pixels and/or portions of the overlapping regions. The calibrated camera system produces a surround view synthesis function which receives input video streams from the four fish-eye cameras and creates a composite 3D surround view132. A LDC module may perform fish-eye correction, perspective warp, alignment, and bilinear/bi-cubic interpolation on the image frames from each of the four fish-eye cameras. The LDC module may be a hardware accelerator (HWA) module, for example, and may be incorporate as a part of a DSP module or graphics processing unit (GPU). The DSP and/or GPU module may also perform stitching and may overlay an image of a vehicle, such as vehicle image134, on the final composite surround view132output image. This synthesis creates the stitched output image using the mapping encoded in the geometric LUT. In overlapping regions of the output frame, where image data from two adjacent input frames are required, each output pixel maps to pixel locations in two input images. In the overlapping regions, the image data from the two adjacent images may be blended or a binary decision may be performed to use data from one of the two images. Regions where no image data is available can result in holes in the stitched output image. For example, the region underneath the vehicle is generally not directly imaged and may appear as a blank or black region in the stitched output image. Typically, this blank region is filled by the overlaid image of the vehicle, such as vehicle image134. FIG.2is an illustration of an example three-dimensional (3D) bowl mesh200for use in a surround view system, in accordance with aspects of the present disclosure. For a 3D image, the world around the vehicle may be represented in the shape of a bowl. Due to lack of complete depth of the scene, the bowl is a reasonable assumption for the shape of the world around the vehicle. This bowl can be any smooth varying surface. In this particular representation, a bowl200is used that is flat201in the regions near the vehicle and curved away from the vehicle, as indicated at202,203for the front and back, respectively. In this example, the bowl may curve up only slightly on each side, as indicated at204. Other bowl shapes may be used on other embodiments. Images, such as the stitched output image, may be overlaid, for example, by a graphics processing unit (GPU) or image processor, onto the 3D bowl mesh200and a set of virtual viewpoints, or virtual cameras, may be defined, along with mappings from the cameras used to create the stitched output image and the virtual viewpoints. FIG.3illustrates a ray tracing process300for mapping virtual cameras to physical cameras, in accordance with aspects of the present disclosure. This example represents a cross sectional view of a portion302of a bowl mesh similar to bowl mesh200ofFIG.2. Bowl mesh302may include a flat portion304and a raised portion306, similar to flat portion201and raised portion202, ofFIG.2. A camera308with a fish-eye lens310may be mounted on the front of an actual vehicle, as described in more detail above. A virtual viewpoint312for an output image may be defined to be, for example, above the actual vehicle location. An initial calibration of the cameras may be used to provide a mapping of locations in the imaged region, as projected onto the bowl mesh302to pixels of the camera308with a fish-eye lens310. This mapping may be prepared, for example, during a calibration phase, and stored, for example, in a look-up table. As discussed above, a virtual viewpoint312may be defined at a location separate from the hardware camera308. A mapping for the virtual viewpoint312may be defined by casting a ray from the virtual viewpoint312location in the virtual viewpoint image plane314and identifying the location that the ray intersects the bowl mesh302. Rays316,318are examples. Ray316intersects flat portion302of the bowl mesh302and ray318intersects the raised portion306of the bowl mesh302, for example. The ray casting operation produces a mapping of every 2D point on the virtual viewpoint image plane314with corresponding coordinates of the bowl mesh302. A mapping between the region visible to the virtual viewpoint312and the region visible by camera308may then be generated using the mapping between the camera308and the bowl mesh302, along with the mapping between the virtual viewpoint312and the bowl mesh302. In accordance with aspects of the present discussion, the region visible to the virtual viewpoint312may include regions which are not visible by camera308. In such cases, the mappings for the virtual viewpoint may be based on mappings between multiple cameras and the bowl mesh302. It may be noted that as the virtual viewpoints can be placed arbitrarily and are not limited to a standard directly above view of the vehicle and surrounding areas. For example, the virtual viewpoint could be defined to be above and slightly behind the vehicle in order to provide a more 3D feel to the view. In addition, in certain cases, the viewpoint may be dynamically moved, for example, by a user. In such cases, mappings may be either recalculated dynamically, or based on a set of recalculated mappings for multiple defined locations. In certain cases, regions that are currently not visible to any camera on the vehicle may have been previously imaged by one or more cameras on the vehicle. A temporal camera is a virtual camera capable of providing images of the region based on images captured by the physical cameras. The temporal camera may display images of the region even though the physical cameras on the vehicle cannot directly image the region. These images of the region may be captured at a previous point in time and may be used to provide images of the region, providing a time dimension to the virtual camera viewpoints. FIG.4illustrates an example400effect of temporal mapping, in accordance with aspects of the present disclosure. This example400illustrates rendering a view underneath a vehicle. As shown in this example, for a moving vehicle, a region that is not visible by a camera on the vehicle at a current point in time, such as t1, may have been visible to the camera on the vehicle at a previous point in time, such as t0. InFIG.4, a vehicle402A at time t0having a camera pointed in the direction of travel, here forward, is able to image a region404ahead of the vehicle402A, including reference region406. At time t1, the vehicle402B has traveled forward enough such that the vehicle402B is now above the previously imaged region404and reference region406. It should be noted that for clarity the examples provided involve a vehicle with a forward-facing camera and moving forward. However, other cameras may be used corresponding to the direction of travel, such as a rear-facing camera for reversing, or multiple cameras placed about the vehicle may be used, for example when turning. FIGS.5A-5Cillustrate an example technique for generating an under-vehicle view, in accordance with aspects of the present disclosure. As shown inFIG.5A, a region currently underneath a vehicle502A may be associated with an under-vehicle mesh504A. The under-vehicle mesh504A may represent the region underneath the vehicle502A and is where the vehicle502A is located at a current time. A first location (e.g., current location at tn) of the vehicle502A and corresponding location of the under-vehicle mesh504A may be determined. In some cases, location information for the vehicle may be determined by any known technique, such as by using Global Positioning System (GPS) coordinates, augmented GPS, etc. In some cases, the location information may be obtained using a combination of GPS and an Inertial Measurement Unit (IMU). For example, GPS location information may be provided by an augmented GPS and combined with rotation/translation information provided by an accelerometer, inertia sensor, or other such sensor. In some cases, the location information may be determined by one or more systems separate from the surround view system and the location information may be sent to and received (e.g., obtained) by the surround view system. In some cases, the under-vehicle mesh504A may be located relative to the 3D bowl mesh. The under-vehicle mesh504A may be one or more identified portions of the 3D bowl mesh200, or the under-vehicle mesh504A may be logically separate from the 3D bowl mesh200. In some cases, the 3D bowl mesh200may be defined relative to the under-vehicle mesh504A and/or region underneath the vehicle502A. The location information may be stored along with a set of images captured by one or more cameras disposed about the vehicle. For example, the vehicle may include cameras sufficient to provide a view around the vehicle. The captured images may be used to provide current views around the vehicle. Additionally, the captured images for may be stored in a temporal buffer for a period of time. The images may be stored as a set of images including images from the one or more cameras disposed about the vehicle. The cameras may be configured to capture images a certain rate, and a rate at which the captured images are stored may not match the rate at which the images are captured. For example, the camera may be configured to capture images at 60 frames per second, while one frame per second may be stored. A time that the images were captured may be associated with the set of images. For example, sets of images may be captured at times t0, t1, . . . tn. In some cases, the cameras may be configured to capture images when the vehicle is moving. In some cases, the location information associated with the set of images may be stored in the temporal buffer. The temporal buffer may be a memory, such as double data rate (DDR) memory. In some cases, the memory may be one or more portions of a larger shared memory, such as a general purpose memory, or the memory may be dedicated for use as the temporal buffer. In some cases, a single temporal buffer may be used to store images from multiple cameras. In other cases, multiple temporal buffers may be provided, such as an on-camera, or per-camera, temporal buffer. The period of time may be predefined, for example, when the system is designed, manufactured, configured for use, etc. In some cases, the period of time of time may be defined based on a measure of time. In other cases, the period of time may be defined based on a number of images that may be stored, either per camera, or for the set of cameras. In some cases, images may be stored in the temporal buffer when the vehicle is powered on or moves, regardless of whether the surround view system is generating a view for display. Storing the captured image for use in generating the under-vehicle image can help reduce memory bandwidth use, for example, as compared to rendering an entire 3D scene on the 3D bowl mesh based on the captured images, storing the rendered 3D scene, reloading the stored 3D scene, and rendering an under-vehicle image using the stored 3D scene. Using captured images helps reduce a number of rendering steps and helps allow the captured images to be used to render the under-vehicle using a single GPU processing pass. Referring toFIG.5B, which represents a point in time prior toFIG.5A, the vehicle502B is shown at an initial location at a time t0before the vehicle arrives at the location illustrated inFIG.5A. This initial location may also be determined and corresponding location information may be received by the surround view system. In some cases, location information for the vehicle may be determined by any known technique, such as by using Global Positioning System (GPS) coordinates, augmented GPS, etc. A temporal under-vehicle mesh504B may be determined. The temporal under-vehicle mesh504B may represent a future location of the vehicle502B at a later point in time (e.g., at time tn), as shown inFIG.5B. The temporal under-vehicle mesh504B may be determined for previous points in time (e.g., determining, at time tn, the under-vehicle mesh relative to images captured at time t0) corresponding to times at which the sets of images in the temporal buffer were captured. One or more of the sets of images in the temporal buffer may be selected based on, for example, an amount of time that has passed since the images were captured and a distance between the temporal under-vehicle mesh504B and the current location of the vehicle502B. For example, assuming the vehicle is moving at a constant rate, the images are captured at a rate of 30 frames per second, and 100 ms has passed, then the frame captures three frames ago may be selected. Motion data may be determined based on the current location of the vehicle and the temporal under-vehicle mesh504B (e.g., at time tn) associated with a selected set of images. This motion data may include a translation vector and rotation matrix describing the motion (e.g., change in pose) of the vehicle502B between the current location at time tnand the previous location at, for example, time t0. As shown inFIG.5C, based on the motion data, temporal under-vehicle mesh504C, and the selected set of images, an under-vehicle image506may be generated for the current location of the vehicle (vehicle not shown inFIG.5C). The under-vehicle image506may be generated by a graphical processing unit (GPU) of the surround view system. FIG.6is a flow diagram600illustrating a technique for generating an under-vehicle image, in accordance with aspects of the present disclosure. The technique may be performed, at least in part, by the GPU of the surround view system. The technique represents a region underneath a vehicle as an under-vehicle mesh made up of a tessellation of geometric shapes (e.g., triangles) that have corners that meet at vertices of the under-vehicle mesh. Steps602-614may be performed for each vertex of the under-vehicle mesh. Accordingly, if, at step602, there are vertices in the temporal under-vehicle mesh that have not been processed, then execution may proceed. At step604, a vertex from the temporal under-vehicle mesh is selected. At step606, the motion parameters are applied to the selected vertex. For example, the motion parameters may include a translation vector and rotation matrix describing the motion (e.g., change in pose) of the vehicle. Applying the motion parameters to the vertex can thus indicate the direction the vehicle has traveled since selected set of images were traveled. This direction information may be used to determine which cameras disposed around the vehicle may have captured images of the region that is now (e.g., at time tn) under the vehicle. At step608, weights are determined for the set of cameras for the vertex based on the motion parameters. Each weight may indicate whether and/or how well a respective camera, of the set of cameras, captured an image of the region that is now under the vehicle. For example, the cameras disposed about the vehicle may be associated with an angle of the camera relative to the vehicle. This angle may be predetermined, for example, during development and/or production of the vehicle. The translation vector of the motion parameters indicates an angle at which the temporal under-vehicle mesh is relative to the vehicle, and a vertex specific vector may be determined based on the translation vector and a location of the vertex in the temporal under-vehicle mesh. The weight for a camera may then be determined based on a comparison of the angle of a camera, of the set of cameras, and the vertex specific vector. In some cases, the vertex specific vector may be converted to an angle trigonometrically. Weights may be determined for each camera of the set of cameras for the vertex. At step610, a set of relevant cameras may be determined based on the determined weights for the cameras, of the set of cameras. For example, the weights determined for the cameras, of the set of cameras, may be compared to a threshold weight. Cameras associated with weights that do not meet the threshold weight may be determined as not relevant for use in generating the under-vehicle image. In some cases, one or two cameras, of the set of cameras, may meet the threshold weights. At step612, the weights for the cameras may be normalized. For example, the weights of cameras which do not meet the threshold weight may be set to 0 weight and the cameras which do meet the threshold weight may be adjusted so that the sum total weight of all cameras is equal to 1. At step614, selected images from the relevant cameras may be blended based on the normalized weights at the location of the vertex (e.g., as an overlapping region, as described above). In that regard, sets of images over time are stored in memory, and the technique may seek backward (e.g., from time tnto time t0) by an amount determined based on the motion parameters to determine selected images from a previous time that captured the corresponding region. For example, the selected images, (e.g., captured at time t0), at the location corresponding with the location of the vertex may be blended to generate a texture (e.g., a portion of an image) for the vertex. In cases where a single camera is determined to be the relevant camera, the selected image from the relevant camera may be used, without blending, for the texture. In some cases, blending the selected images to generate the under-vehicle image may be performed in a manner similar to that used to generate the view around the vehicle. In some cases, an existing synthesis block, such as that described in conjunction withFIG.1may be used to blend and generate the under-vehicle image. Execution then repeats back to step602until all of the vertices are textured. The textures for the vertices may be overlaid on the 3D bowl mesh at the current position of the vehicle and rendered as the under-vehicle image. In some cases, the rendered image may be stored in a display buffer for output. The rendered under-vehicle image may be output for display. FIG.7is a flow diagram700illustrating a technique for generating an under-vehicle image, in accordance with aspects of the present disclosure. At block702, a first location of a vehicle may be obtained, the vehicle having a set of cameras disposed about the vehicle. For example, location information may be determined by one or more locating techniques, such as GPS coordinates, IMU, or other location sensors, and this information may be received by a surround view system which supports generating an under-vehicle image. The surround view system also receives images from cameras that are arranged about the vehicle. The cameras may be arranged such that the cameras are able to view an area around the vehicle. For example, a vehicle may have a front facing, rear facing, right facing, and left facing cameras. In some cases, the first location information may be used to generate a temporal under-vehicle mesh representing the location of the vehicle at a first time. At block704, the set of cameras may capture a set of images. For example, the cameras may capture images and these images may be transmitted to the surround view system. The set of images may be captured at or near the time that the first location of the vehicle is obtained. At block706, the images of the set of images are stored in a memory, wherein the images are associated with a time the images were captured. For example, images captured by cameras of the set of cameras may be stored in a temporal buffer. The temporal buffer may be a portion of a larger memory, such as a general purpose memory, or the temporal buffer may have a dedicated physical memory. The images may be associated with a time that the images were captured, along with the location of the vehicle at the time the images were captured. For example, the images may be associated with the temporal under-vehicle mesh. At block708, a determination is made that the vehicle has moved to a second location. At block710, a second location of the vehicle is obtained. In some cases, the second location may be relative to the first location. In some cases, the second location may be determined in a manner similar to determining the first location. At block712, an amount of time used for moving the vehicle from the first location to the second location is determined. At block714, a set of motion data is generated. The motion data indicates a relationship between the second location of the vehicle and the first location of the vehicle. For example, the motion data may be determined based on the second location of the vehicle and the location of the temporal under-vehicle mesh. The motion data may include a translation vector and rotation matrix describing the change in location between the first location and second location. The translation vector may indicate a direction the vehicle has moved in, and the rotation matrix may indicate whether the vehicle has been rotated. At block716, one or more stored images are obtained from the memory based on the motion data. For example, the motion data may be used to determine a set of images stored in the temporal buffer at a time when the region associated with the under-vehicle mesh was not obscured by the vehicle, and the set of images associated with the determined time may be retrieved. At block718, a view under the vehicle is rendered based on the stored images and set of motion data. For example, the motion parameters may be applied to the vertices of the temporal under-vehicle mesh, weights may be applied to the one or more cameras of the vehicle. The weights may be based on the motion parameters and an angle associated with each camera of the one or more cameras. Relevant cameras may be determined based on the weights, and stored images previously captured by the relevant cameras may be blended to render the under-vehicle image. At block720, the rendered view is output. FIG.8is a block diagram of an embodiment of a system800, in accordance with aspects of the present disclosure. This example system800includes multiple cameras, such as cameras800-808that are placed around the periphery of the vehicle and coupled to a capture block810. Block812may perform color corrections operations (such as conversion from Bayer format to YUV420 format, color tone mapping, noise filter, gamma correction, etc.) if required, using known or later developed image processing methods. Block814may perform automatic exposure control of the video sensors and white balance to achieve optimal image quality using known or later developed techniques. Block816synchronizes all the cameras800-808to ensure that each frame captured from the sensor is in same time period. In certain cases, location information, provided by location sub-system826, may be associated with the images (e.g., synchronized frames) captured by the cameras. The location sub-system may comprise, for example a GPS sensor along with other sensors, such as inertial or acceleration sensors. Captured images may be stored in the temporal buffer832along with location information. In this example, the captured images may be processed by a warp module828prior to storage in the temporal buffer832. In some cases, captured images may be stored in the temporal buffer832prior to processing by the warp module828. A mapping lookup table produced by calibrator824can be used by the warp module828to warp input video frames provided directly by the cameras802-808. Thus, fisheye distortion correction and viewpoint warping may both be performed in a single operation using the predetermined viewpoint mappings. One or more images process by the warp module828may be stored in the temporal buffer832. An under-vehicle imaging module836may determine the stored images to retrieve from the temporal buffer832. The under-vehicle imaging module836may also be receive location information from the location sub-system826. The under-vehicle imaging module836may generate motion data based on the location information and determine weights for blending the images retrieved from the temporal buffer832. The under-vehicle imaging module836may pass the determined weights and retrieved images to a synthesizer module830to generate the under-vehicle image. Synthesizer module830is responsible for generation of a composite video frame that includes one frame from each video channel. Depending on the virtual viewpoint the composition parameters can change. This module is similar to the synthesis block described above with regard toFIG.1. In place of the fish-eye input images, synthesizer module830receives the warp modified output for each camera image from the warp module828. The synthesizer module830may stitch and blend images corresponding to adjacent cameras and stored/retrieved images based on weights associated with the cameras and images. The blending location will vary based on the location of the virtual view and this information may also be encoded in the offline generated world to view meshes. In some cases, the synthesizer module830may access a GPU to help perform the stich and blend operations. A display sub-system834may receive the video stream output from synthesizer module830and display the same on a connected display unit for viewing by a driver of the vehicle, such as an LCD, Monitor, TV, etc. The system may be configured to also display meta data such detected object, pedestrians, warnings, etc. In the particular implementation described herein, four cameras are used. The same principals disclosed herein may be extended to N cameras in other embodiments, where N may be greater or less than four. Camera calibration mapping data818may be generated by the calibration procedure in combination with the world to view meshes and stored in a 3d bowl mesh table820. As described above in more detail, the world view meshes820may be generated offline822and stored for later use by the calibrator module824. For each predefined virtual view point, calibrator module824reads the associated 3D bowl mesh table820, accounts for camera calibration parameters818and generates a 2D mesh lookup table for each of the four channels. This is typically a onetime operation and done when the system is started, such as when the system is placed in a vehicle during an assembly process, for example. This process may be repeated whenever a position change is sensed for one of the cameras mounted on the vehicle. Thus, the 3D bowl mesh table820may be generated for each frame for the temporal camera as the calibration of the temporal camera changes each frame as the vehicle moves. In some embodiments, the calibration process may be repeated each time a vehicle is started, for example. In certain cases, captured image data from a camera may not be valid for use in conjunction with a temporal buffer. For example, where a vehicle, such as a car, is travelling in congested traffic, the captured images from the camera may include images of other vehicles. Such images would be inappropriate, as an example, for use with a temporal camera displaying images of a region underneath the vehicle. In such cases, the temporal camera may be disabled, for example, by making a model of the vehicle opaque when the captured images include objects that render their use for the temporal camera invalid. Transparency of the model may be increased to make the model less opaque once images are capture and stored in the temporal buffer which do not include such objects. Objects in the captured images may be detected and identified using any known technique. As illustrated inFIG.9, device900includes a processing element such as processor905that contains one or more hardware processors, where each hardware processor may have a single or multiple processor cores. Examples of processors include, but are not limited to, a central processing unit (CPU) or a microprocessor. Although not illustrated inFIG.9, the processing elements that make up processor905may also include one or more other types of hardware processing components, such as graphics processing units (GPUs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), and/or digital signal processors (DSPs). In certain cases, processor905may be configured to perform the tasks described in conjunction with modules810-816,824-830ofFIG.8. FIG.9illustrates that memory910may be operatively and communicatively coupled to processor905. Memory910may be a non-transitory computer readable storage medium configured to store various types of data. For example, memory910may include one or more volatile devices such as random access memory (RAM). In certain cases, the temporal buffer832ofFIG.8may be part of the memory910. Non-volatile storage devices920can include one or more disk drives, optical drives, solid-state drives (SSDs), tap drives, flash memory, electrically programmable read only memory (EEPROM), and/or any other type memory designed to maintain data for a duration time after a power loss or shut down operation. The non-volatile storage devices920may also be used to store programs that are loaded into the RAM when such programs executed. Persons of ordinary skill in the art are aware that software programs may be developed, encoded, and compiled in a variety of computing languages for a variety of software platforms and/or operating systems and subsequently loaded and executed by processor905. In one embodiment, the compiling process of the software program may transform program code written in a programming language to another computer language such that the processor905is able to execute the programming code. For example, the compiling process of the software program may generate an executable program that provides encoded instructions (e.g., machine code instructions) for processor905to accomplish specific, non-generic, particular computing functions. After the compiling process, the encoded instructions may then be loaded as computer executable instructions or process steps to processor905from storage920, from memory910, and/or embedded within processor905(e.g., via a cache or on-board ROM). Processor905may be configured to execute the stored instructions or process steps in order to perform instructions or process steps to transform the computing device into a non-generic, particular, specially programmed machine or apparatus. Stored data, e.g., data stored by a storage device920, may be accessed by processor905during the execution of computer executable instructions or process steps to instruct one or more components within the computing device900. Storage920may be partitioned or split into multiple sections that may be accessed by different software programs. For example, storage920may include a section designated for specific purposes, such as storing program instructions or data for updating software of the computing device900. In one embodiment, the software to be updated includes the ROM, or firmware, of the computing device. In certain cases, the computing device900may include multiple operating systems. For example, the computing device900may include a general-purpose operating system which is utilized for normal operations. The computing device900may also include another operating system, such as a bootloader, for performing specific tasks, such as upgrading and recovering the general-purpose operating system, and allowing access to the computing device900at a level generally not available through the general-purpose operating system. Both the general-purpose operating system and another operating system may have access to the section of storage920designated for specific purposes. The one or more communications interfaces may include a radio communications interface for interfacing with one or more radio communications devices. In certain cases, elements coupled to the processor may be included on hardware shared with the processor. For example, the communications interfaces925, storage,920, and memory910may be included, along with other elements such as the digital radio, in a single chip or package, such as in a system on a chip (SOC). Computing device may also include input and/or output devices, not shown, examples of which include sensors, cameras, human input devices, such as mouse, keyboard, touchscreen, monitors, display screen, tactile or motion generators, speakers, lights, etc. Processed input, for example from the radar device930, may be output from the computing device900via the communications interfaces925to one or more other devices. In this description, the term “couple” may cover connections, communications, or signal paths that enable a functional relationship consistent with this description. For example, if device A generates a signal to control device B to perform an action: (a) in a first example, device A is coupled to device B by direct connection; or (b) in a second example, device A is coupled to device B through intervening component C if intervening component C does not alter the functional relationship between device A and device B, such that device B is controlled by device A via the control signal generated by device A. A device that is “configured to” perform a task or function may be configured (e.g., programmed and/or hardwired) at a time of manufacturing by a manufacturer to perform the function and/or may be configurable (or re-configurable) by a user after manufacturing to perform the function and/or other additional or alternative functions. The configuring may be through firmware and/or software programming of the device, through a construction and/or layout of hardware components and interconnections of the device, or a combination thereof. A circuit or device that is described herein as including certain components may instead be adapted to be coupled to those components to form the described circuitry or device. For example, a structure described as including one or more semiconductor elements (such as transistors), one or more passive elements (such as resistors, capacitors, and/or inductors), and/or one or more sources (such as voltage and/or current sources) may instead include only the semiconductor elements within a single physical device (e.g., a semiconductor die and/or integrated circuit (IC) package) and may be adapted to be coupled to at least some of the passive elements and/or the sources to form the described structure either at a time of manufacture or after a time of manufacture, for example, by an end-user and/or a third-party. Modifications are possible in the described embodiments, and other embodiments are possible, within the scope of the claims. | 38,581 |
11858421 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment according to the present invention will be described below with reference to drawings. The present invention is not limited to the embodiment. Constituent elements in the following embodiment include elements that can be easily replaced by those skilled in the art, or substantially the same ones. In the following explanation, the front-and-rear direction, the up-and-down direction, and the left-and-right direction are directions in a vehicle-mounted state in which the vehicle mirror device is mounted on the vehicle, and indicate directions in the case of viewing an advancing direction of the vehicle from the driver's seat. In the present embodiment, the up-and-down direction is a direction parallel with the vertical direction, and the left-and-right direction is the horizontal direction. In the drawings, the view from top is referred to as “plan view”, the view from the rear is referred to as “front view”. FIG.1is a plan view illustrating an example of a vehicle M including vehicle mirror devices100according to the present embodiment. As illustrated inFIG.1, the vehicle mirror devices100are door mirrors, and attached to left and right doors DL and DR of the vehicle M outside the vehicle M. The left and right vehicle mirror devices100are substantially symmetrical in the left-and-right direction. FIG.2is a front view of the vehicle mirror device100according to the present embodiment.FIG.3is a diagram of the vehicle mirror device100according to the present embodiment as viewed from the bottom.FIG.2andFIG.3illustrate the vehicle mirror device100configured as a door mirror.FIG.2andFIG.3illustrate the right door mirror of the vehicle M illustrated inFIG.1. The vehicle mirror device100includes a housing10, an attachment member20, an imaging device30, and a light projection device40. The housing10is configured as a housing opened on the front side. The housing10is provided pivotably around an axis (vertical axis) parallel to the vertical with a rotation drive source (not illustrated). The housing10holds a mirror11. The mirror11is formed in a plate shape using, for example, glass or resin. The mirror11is supported by the housing10via a mirror drive unit (not illustrated). The mirror drive unit includes, for example, a drive source and a transmission mechanism (not illustrated), and changes the position of the mirror11by transmitting the driving force of the drive source to the mirror11with the transmission mechanism. The mirror11is provided rotatably around, for example, the vertical axis and an axis (horizontal axis) parallel to the horizontal direction. In this case, the horizontal axis may be, for example, an axis extending along the left-and-right direction. The housing10is attached to each of the left and right doors DL and DR of the vehicle M. The attachment member20is attachable to and detachable from a lower portion of the housing10from the rear. The imaging device30and the light projection device40are fixed to the attachment member20with fastening members, such as screws. The attachment member20is attached to the housing10, in the state in which the imaging device30and the light projection device40are fixed thereto. The attachment member20includes a lower surface20a. The lower surface20aof the attachment member20is formed in a state curved upward, for example, in a direction from the vehicle inner side toward the vehicle outer side. The lower surface20aof the attachment member20is in a state flush with a lower surface10aof the housing10. In the present embodiment, the lower surface20aof the attachment member forms part of the lower surface10aof the housing10. Hereinafter, the lower surface20aof the attachment member20is explained as part of the lower surface10aof the housing10. In the present embodiment, the lower surface10aof the housing10including the lower surface20aof the attachment member20is formed in a state curved upward in a direction from the vehicle inner side toward the vehicle outer side. The attachment member20includes an opening portion21through which an image light acquisition unit31of the imaging device30described later is exposed, and an opening portion22through which an infrared irradiation unit41of the light projection device40described later is exposed. FIG.4toFIG.6are diagrams illustrating an example of the attachment member20.FIG.4illustrates a state in which the imaging device30and the light projection device40are removed, and illustrates a structure as viewed in the direction of an arrow A inFIG.3.FIG.5illustrates a state in which only the imaging device30is attached to the attachment member20.FIG.6illustrates a state in which the imaging device30and the light projection device40are attached to the attachment member20. As illustrated inFIG.4toFIG.6, the attachment member20includes screw receivers23,24, and25on an inner surface20bthereof. The screw receivers23,24, and25are provided in a cylindrical shape to project rearward from the inner surface20b(seeFIG.8andFIG.10). The screw receivers23,24, and25are arranged side by side, for example, in the left-and-right direction. Each of the screw receivers23,24, and25includes a recessed portion opened in a forward direction. The inner side surface of the recessed portion of each of the screw receivers23,24, and25are threaded. A screw member (fastening member) S1is screwed into the screw receiver23. The screw member S1is screwed from the rear to the front of the screw receiver23in a first direction D1(seeFIG.7). A screw member (fastening member) S2is screwed into the screw receiver24. The screw member S2is screwed from the rear to the front of the screw receiver24in the first direction D1(seeFIG.9). A screw member (fastening member) S3is screwed into the screw receiver25. The screw member S3is screwed from the rear to the front of the screw receiver25in the first direction D1(seeFIG.11). Each of the screw members S1, S2, and S3includes a head portion and a screw portion provided with thread. The screw receiver24includes a cylindrical outer circumferential surface24a. The outer circumferential surface24adefines the position of a second portion34of the imaging device30described later. Accordingly, the outer circumferential surface24aof the screw receiver24has a function as a positioning portion positioning the second portion34of the imaging device30. In the same manner, the screw receiver25includes a cylindrical outer circumferential surface25a. The outer circumferential surface25adefines the position of a second portion45of the light projection device40described later. Accordingly, the outer circumferential surface25aof the screw receiver25has a function as a positioning portion positioning the second portion45of the light projection device40. The imaging device30is attached to the housing10via the attachment member20. The imaging device30is disposed on the vehicle inner side with respect to the light projection device40. For example, an infrared camera or the like is used as the imaging device30. The imaging device30acquires an image of the surroundings of the vehicle. The imaging device30includes the image light acquisition unit31acquiring image light PR, a frame portion32supporting the image light acquisition unit31, and a first portion33and a second portion34disposed in the frame portion32. An optical member, such as a lens, is disposed in the image light acquisition unit31. The image light acquisition unit31is disposed in a state exposed through the opening portion21in the lower surface20a(lower surface10aof the housing10) of the attachment member20. FIG.8is a diagram illustrating a structure along a C-C cross section inFIG.6. As illustrated inFIG.8, the imaging device30is mountable in a second direction D2different from the first direction D1. The second direction D2is a direction inclined with respect to the horizontal plane and extending from the top to the bottom in the vehicle-mounted state. The inner surface20bof the attachment member20may be provided with a guide portion to guide the imaging device30in the second direction D2. In addition, for example, as illustrated inFIG.8, the opening direction of the opening portion21may be a direction along the second direction D2. In this case, when the image light acquisition unit31is inserted into the opening portion21, the image light acquisition unit31can be guided in a direction along the second direction D2. In addition, the imaging device30includes an edge portion31ain a peripheral edge portion of the image light acquisition unit31. The edge portion31ais formed to be flush with the lower surface20aof the attachment member20when the imaging device30is mounted on the attachment member20. Providing the edge portion31asecures the same design surface between an outer surface of the imaging device30exposed through the opening portion21of the attachment member20and the lower surface20aof the attachment member20. The image light acquisition unit31projects downward from the edge portion31a, and projects from the lower surface20aof the attachment member20. This structure enables acquisition of image light from a wide range while securing the same design surface between the edge portion31aof the imaging device30and the lower surface20aof the attachment member20. The frame portion32extends in the left-and-right direction in the vehicle-mounted state. The frame portion32includes the first portion33and the second portion34. The first portion33is disposed in a vehicle outer end portion of the frame portion32in the vehicle-mounted state. The first portion33extends toward the vehicle outer side from the frame portion32. FIG.7is a diagram illustrating a structure along a B-B cross section inFIG.6. As illustrated inFIG.7, the first portion33includes a through hole33athrough which the screw portion of the screw member S1is inserted. The through hole33ahas a diameter larger than the diameter of the screw portion of the screw member S1, and smaller than the diameter of the head portion of the screw member S1. The screw member S1is screwed into the through hole33aand the recessed portion of the screw receiver23in the first direction D1. In this manner, the first portion33is fastened to the attachment member20with the screw member S1in the first direction D1. The second portion34is disposed in a vehicle inner end portion in the frame portion32in the vehicle-mounted state. The second portion34extends toward the vehicle inner side from the frame portion32. The second portion34includes a through hole34athrough which the screw portion of the screw member S2is inserted, and a locked portion34blocked on the screw receiver24. The through hole34ahas a diameter larger than the diameter of the screw portion of the screw member S2, and smaller than the diameter of the head portion of the screw member S2. By locking the locked portion34bon the screw receiver24, the frame portion32is positioned.FIG.6illustrates the structure on the back side (front side in the vehicle-mounted state) of the second portion34in an enlarged view. As illustrated inFIG.6, the locked portion34bis provided to be locked on the upper portion of the screw receiver24. The locked portion34bhas a structure including a cutout portion34con a lower end side serving as a distal end side of the second direction D2. With the locked portion34blocked on the screw receiver24, the through hole34ais disposed in a position overlapping the recessed portion of the screw receiver24as viewed from the rear. FIG.9is a diagram illustrating a structure along a D-D cross section inFIG.6. As illustrated inFIG.9, the locked portion34bis in a state in which the lower side is cut out. For this reason, when the imaging device30is attached in the second direction D2, the locked portion34bis prevented from interfering with other regions, such as the screw receiver24. In addition, the screw member S2is screwed into the through hole34aand the recessed portion of the screw receiver24in the first direction D1. In this manner, the second portion34is fastened to the attachment member20with the screw member S2in the first direction D1. The light projection device40is attached to the housing10via the attachment member20. The light projection device40is disposed on the vehicle outer side with respect to the imaging device30. The light projection device40includes the infrared irradiation unit41emitting infrared light IR and a frame portion42supporting the infrared irradiation unit41. The infrared irradiation unit41is disposed in a state of being exposed through the opening portion22in the lower surface20a(lower surface10aof the housing10) of the attachment member20. The infrared irradiation unit41is disposed side by side with the image light acquisition unit31in the left-and-right direction. FIG.10is a diagram illustrating a structure along an E-E cross section inFIG.6. As illustrated inFIG.10, the light projection device40is provided to be mountable in the second direction D2different from the first direction D1. The inner surface20bof the attachment member20may be provided with a guide portion to guide the light projection device40in the second direction D2. In addition, for example, as illustrated inFIG.10, the opening direction of the opening portion22may be a direction along the second direction D2. In this case, when the infrared irradiation unit41is inserted into the opening portion22, the infrared irradiation unit41can be guided in a direction along the second direction D2. The infrared irradiation unit41is provided in a state flush with the lower surface20aof the attachment member20. This structure secures the same design surface between an outer surface of the light projection device40exposed through the opening portion22of the attachment member20and the lower surface20aof the attachment member20. As illustrated inFIG.6, the frame portion42extends in the left-and-right direction in the vehicle-mounted state. The frame portion42includes a first portion43and a second portion44. The first portion43is disposed in a vehicle inner end portion of the frame portion42in the vehicle-mounted state. The first portion43extends toward the vehicle inner side from the frame portion42. The first portion43includes a through hole43a. The through hole43ahas a diameter larger than the diameter of the screw portion of the screw member S1, and smaller than the diameter of the head portion of the screw member S1. As illustrated inFIG.7, the first portion43includes the through hole43athrough which the screw portion of the screw member S1is inserted. The diameter of the through hole43ais larger than the diameter of the screw portion of the screw member S1, and smaller than the diameter of the head portion of the screw member S1. The screw member S1is screwed into the through hole43aand the recessed portion of the screw receiver23in the first direction D1. In this manner, the first portion43of the light projection device40is fastened (co-fastened) to the attachment member20with the screw member S1together with the first portion33of the imaging device30in the first direction D1. As illustrated inFIG.6, the second portion44is disposed in a vehicle outer end portion in the frame portion42in the vehicle-mounted state. The second portion44extends toward the vehicle outer side from the frame portion42. The second portion44includes a through hole44athrough which the screw portion of the screw member S3is inserted, and a locked portion44blocked on the screw receiver25. The through hole44ahas a diameter larger than the diameter of the screw portion of the screw member S3, and smaller than the diameter of the head portion of the screw member S3. By locking the locked portion44bon the screw receiver25, the frame portion42is positioned.FIG.6illustrates the structure on the back side (front side in the vehicle-mounted state) of the second portion44in an enlarged view. As illustrated inFIG.6, the locked portion44bis provided to be locked on the upper portion of the screw receiver25. The locked portion44bhas a structure including a cutout portion44con a lower end side serving as a distal end side of the second direction D2. With the locked portion44blocked on the screw receiver25, the through hole44ais disposed in a position overlapping the recessed portion of the screw receiver25as viewed from the rear. FIG.11is a diagram illustrating a structure along an F-F cross section inFIG.6. As illustrated inFIG.11, the locked portion44bis in a state in which the lower side is cut out. For this reason, when the light projection device40is attached in the second direction D2, the locked portion44bis prevented from interfering with other regions, such as the screw receiver25. In addition, the screw member S3is screwed into the through hole44aand the recessed portion of the screw receiver25in the first direction D1. In this manner, the second portion44is fastened to the attachment member20with the screw member S3in the first direction D1. When manufacturing the vehicle mirror device100structured as described above, first, the imaging device30is mounted on the attachment member20. In this case, the imaging device30is mounted in the second direction D2different from the fastening direction of the screw members S1and S2. In the present embodiment, the imaging device30has a structure including the cutout portion34con the lower end side serving as the distal end side of the second direction D2, in the locked portion34bof the second portion34of the frame portion32. This structure enables the locked portion34bto be locked on the screw receiver24without interfering with the screw receiver24. As described above, by mounting the imaging device30in a direction different from the fastening direction of the screw members S1and S2, the position of the surface of the imaging device30can be adjusted in a direction different from the first direction D1according to the position of the lower surface20aof the attachment member20. This structure enables the imaging device30to be mounted such that the edge portion31ais flush with the lower surface20aof the attachment member20. Mounting the imaging device30as described above secures the same design surface between the outer surface of the imaging device30and the lower surface20aof the attachment member20. Thereafter, the light projection device40is mounted on the attachment member20. Also when mounting the light projection device40, the light projection device40is mounted in the second direction D2different from the fastening direction of the screw members S1and S3. In the present embodiment, the light projection device40has a structure including the cutout portion44con the lower end side serving as the distal end side of the second direction D2, in the locked portion44bof the second portion44of the frame portion42. This structure enables the locked portion44bto be locked on the screw receiver25without interfering with the screw receiver25. By mounting the light projection device40in a direction different from the fastening direction of the screw members S1and S3, the position of the surface of the light projection device40can be adjusted in a direction different from the first direction D1according to the position of the lower surface20aof the attachment member20. This structure enables the light projection device40to be mounted such that the infrared irradiation unit41is flush with the lower surface20aof the attachment member20. Mounting the light projection device40as described above secures the same design surface between the outer surface of the light projection device40and the lower surface20aof the attachment member20. Thereafter, the screw members S1, S2, and S3are screwed in the first direction D1. In this manner, the imaging device30and the light projection device40are fastened to the attachment member20with the screw members S1, S2, and S3in the first direction D1. Thereafter, the attachment member20to which the imaging device30and the light projection device40are attached is mounted on the housing10. In this case, the attachment member20is mounted on the housing10such that the lower surface20aof the attachment member20is flush with the lower surface10aof the housing10. This structure secures the same design surface between the lower surface10aof the housing10, the lower surface20aof the attachment member20, the outer surface of the imaging device30, and the outer surface of the light projection device40. As described above, the vehicle mirror device100according to the present embodiment includes the housing10attached to a side portion of the vehicle and holding a mirror, the imaging device30contained in the housing10and including the image light acquisition unit31disposed in the lower surface10aof the housing10in a vehicle-mounted state, the light projection device40contained in the housing10and including the infrared irradiation unit41disposed in the lower surface10aof the housing10and disposed side by side with the image light acquisition unit31in the left-and-right direction in the vehicle-mounted state, and the attachment member20having a plate-like shape, including the inner surface20bon which the imaging device30and the light projection device40are mounted, and attached to the housing10to hold the imaging device30and the light projection device40between the attachment member20and the housing10. The imaging device30and the light projection device40are fastened to the attachment member20with the screw members S1, S2, and S3in the first direction D1. The attachment member20is configured such that the imaging device30and the light projection device40are mountable thereon in the second direction D2different from the first direction D1. This structure enables adjustment of the positions of the surfaces of the imaging device30and the light projection device40in a direction different from the first direction D1according to the position of the lower surface20aof the attachment member20, by mounting the imaging device30and the light projection device40in the second direction D2different from the first direction D1serving as the fastening direction of the screw members S1, S2, and S3. This structure enables the surfaces of the imaging device30and the light projection device40to be easily flush with the lower surface20aof the attachment member20, and easily secures the same design surface between them. In the vehicle mirror device100according to the present embodiment, the first direction D1is a direction along a horizontal plane in the vehicle-mounted state, and the second direction D2is a direction inclined with respect to the horizontal plane and extending from the top to the bottom in the vehicle-mounted state. This structure enables easy adjustment of the surfaces of the imaging device30and the light projection device40in the vertical direction. In the vehicle mirror device100according to the present embodiment, the infrared irradiation unit41is provided in a state flush with the lower surface20aof the attachment member20. This structure secures the same design surface between the outer surface of the light projection device40exposed through the opening portion22of the attachment member20and the lower surface20aof the attachment member20. In the vehicle mirror device100according to the present embodiment, the image light acquisition unit31projects downward from the edge portion31a, and projects from the lower surface20aof the attachment member20. This structure enables acquisition of image light from a wide range while securing the same design surface between the edge portion31aof the imaging device30and the lower surface20aof the attachment member20. In the vehicle mirror device100according to the present embodiment, the attachment member20includes the screw receivers24and25serving as positioning portions positioning the imaging device30and the light projection device40, the imaging device30and the light projection device40include locked portions34band44blocked on the screw receivers24and25, respectively, and the locked portions34band44binclude cutout portions34cand44con the distal end side of the second direction D2, respectively. This structure enables the locked portions34band44bto be locked on the screw receivers24and25without interfering with the screw receivers24and25. The present invention enables easy alignment of the outer surfaces of the imaging device and the light projection device and the surfaces of the attachment member and the housing as the same design surface. Although the invention has been described with respect to specific embodiments for a complete and clear disclosure, the appended claims are not to be thus limited but are to be construed as embodying all modifications and alternative constructions that may occur to one skilled in the art that fairly fall within the basic teaching herein set forth. | 24,919 |
11858422 | DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings and the illustrative embodiments depicted therein, an exterior rearview mirror assembly10for a vehicle includes a mirror reflective element12received in and/or supported at or by a mirror shell or casing or head portion14(FIG.1). The mirror casing or head portion14may be fixedly attached at a mounting arm or base16at the side of the vehicle or may be movably mounted to a mounting arm or base or portion16, and may comprise a breakaway mirror (where the mirror head portion may be manually pivoted about the mounting arm or base) or may comprise a powerfold mirror (where the mirror head portion may be pivoted via an actuator assembly or adjustment device). Mounting arm or base16of mirror assembly10is mounted at the side of a host or subject vehicle, with the reflective element12providing a rearward field of view along the respective side of the vehicle to the driver of the vehicle, as discussed below. The mirror reflective element comprises a variable reflectance mirror reflective element that varies its reflectance responsive to electrical current applied to conductive coatings or layers of the reflective element. The electrical current is applied via electrical connectors disposed at the rear of the mirror reflective element, as discussed below. The mirror assembly may utilize aspects of the mirror assemblies described in U.S. Publication No. US-2018-0319339, which is hereby incorporated herein by reference in its entirety. The mirror reflective element14(FIGS.7and8) comprises a laminate construction variable reflectance electro-optic (such as electrochromic) reflective element assembly having a front substrate18(such as a thin glass substrate having a thickness of around 1.6 mm) and a rear substrate20(such as a thin glass substrate having a thickness of around 1.6 mm) with an electro-optic medium22(such as electrochromic medium or solid polymer matrix (SPM) darkening material) sandwiched therebetween and bounded by a perimeter seal24(comprising an epoxy bond that bonds the front substrate to the rear substrate and defines or circumscribes the interpane cavity of the EC medium). The front substrate18has a front or first surface (the surface that generally faces the driver of a vehicle when the mirror assembly is normally mounted at the vehicle) and a rear or second surface opposite the front surface, and the rear substrate20has a front or third surface and a rear or fourth surface opposite the front surface, with the electro-optic medium disposed between the second surface and the third surface and bounded by the perimeter seal of the reflective element (such as is known in the electrochromic mirror art). Thus, the third surface of the rear substrate20is closer to the front substrate18than the fourth surface of the rear substrate20when the front substrate18and the rear substrate20are bound together via the perimeter seal24. The second surface has a transparent conductive coating established thereat (such as an indium tin oxide (ITO) layer, or a doped tin oxide layer or any other transparent electrically semi-conductive layer or coating or the like (such as indium cerium oxide (ICO), indium tungsten oxide (IWO), or indium oxide (IO) layers or the like or a zinc oxide layer or coating, or a zinc oxide coating or the like doped with aluminum or other metallic materials, such as silver or gold or the like, or other oxides doped with a suitable metallic material or the like, or such as disclosed in U.S. Pat. No. 7,274,501, which is hereby incorporated herein by reference in its entirety), while the third surface has a metallic reflector coating (or multiple layers or coatings) established thereat. The front or third surface of the rear substrate20may include one or more transparent semi-conductive layers (such as an ITO layer or the like), and one or more metallic electrically conductive layers (such as a layer of silver, aluminum, chromium or the like or an alloy thereof), and may include multiple layers such as disclosed in U.S. Pat. Nos. 7,274,501; 7,184,190 and/or 7,255,451, which are hereby incorporated herein by reference in their entireties. The mirror reflector may comprise any suitable coatings or layers, such as a transflective coating or layer, such as described in U.S. Pat. Nos. 7,626,749; 7,274,501; 7,255,451; 7,195,381; 7,184,190; 6,690,268; 5,140,455; 5,151,816; 6,178,034; 6,154,306; 6,002,511; 5,567,360; 5,525,264; 5,610,756; 5,406,414; 5,253,109; 5,076,673; 5,073,012; 5,115,346; 5,724,187; 5,668,663; 5,910,854; 5,142,407 and/or 4,712,879, which are hereby incorporated herein by reference in their entireties, disposed at the front surface of the rear substrate (commonly referred to as the third surface of the reflective element) and opposing the electro-optic medium, such as an electrochromic medium disposed between the front and rear substrates and bounded by the perimeter seal (but optionally, the mirror reflector could be disposed at the rear surface of the rear substrate (commonly referred to as the fourth surface of the reflective element), while remaining within the spirit and scope of the present invention). The mirror reflective element has curved or rounded perimeter edges, such as described in U.S. Pat. Nos. 9,598,016; 9,346,403; 8,730,553 and/or 8,508,831, and/or U.S. Publication Nos. US-2014-0313563 and/or US-2015-0097955, which are hereby incorporated herein by reference in their entireties (and with electrochromic and prismatic mirrors of such construction are commercially available from the assignee of this application under the trade name INFINITY™ mirror). The reflective element's curved or rounded appearance is achieved by rounding both the front and rear substrates, such as by grinding and polishing the assembled mirror cell (the front and rear substrates with the electro-optic medium sandwiched therebetween and bounded by a perimeter seal). As shown inFIGS.2-5, a typical frameless design may have the front substrate (having a thickness of 2 mm-3.2 mm) rounded about its periphery (and having a radius of curvature of at least about 2.5 mm), and then attached at the rear substrate (having a thickness of around 1.1 mm to 1.6 mm to 2.3 mm or thereabouts). The radius of curvature of the rounded exposed edge thus may be provided solely by the front glass substrate. The rear substrate is then nested into the mirror casing while the front substrate is exposed and the curved or rounded edge regions provide a smooth continuous transition from the planar front surface of the front substrate to the side wall of the mirror casing. In order to meet the regulatory and other requirements, glass thicknesses have been increased to allow for suitable geometry on the finished frameless mirror. Such convex EC reflective elements typically comprise a thicker 3.2 mm front glass, which promotes greater strength than traditional outside mirror glass of medium (e.g., 2.3 mm) thickness. The thicker front glass also allows for a polished or frosted homologated rounded outermost perimeter edge having at least 2.5 mm radius of curvature. The homologated edge meets regulatory requirements for exposed edges on the outside of a vehicle. Thinner rear glass substrates may be used to aid in conforming the curvature of the rear substrate to the curvature of the front glass and a reduction of weight. As shown inFIG.6, the mirror reflective element may be made with a thicker rear substrate and a thinner front substrate (having a thickness of around 1.1 mm or 1.6 mm or 2.3 mm or thereabouts) while maintaining compliance with regulatory requirements for exposed edges. The rear substrate may be formed or shaped to provide a third surface that is flat or curved to match the second surface of the front substrate while providing a flat rear or fourth surface for attaching to the back plate or attachment element. The examples ofFIG.6include a flat mirror reflective element (having unit magnification), and curved elements having a radius of curvature of 1260 mm or 1016 mm (or any other suitable radius of curvature), and a curved element having a planar or flat principal viewing region and an auxiliary or wide angle aspheric region. In all of the examples, the edges of the front and rear substrates substantially align to create a continuous rounded edge from the front or first surface of the front substrate to the peripheral edge of the front substrate, peripheral edge of the rear substrate, and side wall of the mirror casing. Thus, the radius of curvature of the rounded exposed edge may be provided by the combination of the front and rear glass substrates. Another solution to satisfy the homologated edge regulation but provide mass reduction over traditional methods is to mate two pieces of thin 1.6 mm thick glass and then grind and polish or frost the edge across both pieces of glass. This can also be satisfied with a medium 2.3 mm front glass substrate and a thin 1.6 mm rear glass substrate for added strength. As can be seen with reference toFIGS.7and8, the mirror reflective element14of the present invention has the EC mirror cell (comprising the front substrate18and the rear substrate20laminated together with the electrochromic medium22disposed therebetween and bounded by a perimeter seal24) assembled and then ground and polished to provide the desired curved or rounded perimeter edge over the perimeter regions of the front substrate and the rear substrate. In such an embodiment, the front and rear glass substrates may comprise thinner substrates, such as around 1.6 mm each (which is thinner than the front substrate of known mirror constructions). By grinding two thin glass substrates after assembly as a cell, the required edge can be provided over the combination of the two substrates thus forming an EC mirror cell that appears to be formed from a single glass substrate, but that is actually formed from a front substrate and rear substrate laminated together. The curved perimeter edges of the front and rear substrates cooperate or combine to provide the curved transition between the outer surface of the mirror casing and the front or first surface of the front glass substrate. The curved perimeter edges of the front and rear substrates may have the same radius of curvature to provide a smooth continuous-curvature rounded transition between the outer surface of the mirror casing and the front or first surface of the front glass substrate, or the curved perimeter edges of the front and rear glass substrates may have different radii of curvature (for example, the curved surface of the perimeter edge of the rear glass substrate may have a larger radius of curvature as compared to the curved surface of the perimeter edge of the front glass substrate) to provide either a steeper or shallower transition between the outer surface of the mirror casing and the front or first surface of the front glass substrate. The perimeter seal is small enough at or near the exposed perimeter so to not be highly or readily visible. Optionally, the perimeter regions of the front and/or rear substrates may include an opaque perimeter band or coating to conceal the seal about the periphery of the mirror cell. Optionally, the seal may comprise a hardened material at least at its outer region that can be ground and polished with the glass substrates to form the smooth curved or rounded transition surface between the planar front surface of the front substrate and the rear edge region of the rear substrate or the exterior surface of the mirror casing. In order to power or electrify the electrically conductive second and third surface coatings (so as to vary the transmission through the electro-optic medium), the electrical connections must be made from the rear of the reflective element and any intrusion onto the now exposed perimeter edge of the rear substrate should be avoided or minimized such as to avoid exposure of the electrical connections exterior the mirror assembly or to avoid reducing the dimensions of the exposed edge and risk non-compliance with regulatory requirements regarding exposed edges. The EC electrification is made by creating a cutout20aalong the bottom perimeter edge region of the rear glass substrate20to allow the location of EC positive and negative terminals. To maintain homologation along the entire perimeter of the glass, the back plate or attachment element26has a protrusion26athat fills in the gap from the rear glass substrate cutout20aand continues the homologated radius of the outer edge of the reflective element. The outer or forward surface of the protruding part of the back plate is curved or rounded to match the curved or rounded perimeter edge of the reflective element. Although shown as a cutout20ain the rear glass substrate20and corresponding protrusion or lip26aat the attachment element26at a lower region of the perimeter edge of the reflective element, it should be understood that the cutout and corresponding protrusion may be located anywhere along the perimeter edge of the reflective element (such as at a top portion or side portion) or may form more than one cutout and corresponding attachment element protrusion (such as one each for the positive and negative EC terminals such as at left and right side edges of the reflective element). As shown inFIGS.9,10and13-17, the rear glass substrate20has a cut away20aor recess at its lower perimeter region, which can then be concealed with a mating piece26aof the mirror back plate26when the mirror reflective element is attached at the mirror back plate (and optionally with a heater pad27disposed between the reflective element14and the attachment element or back plate26, and with the heater pad adhesively attached at the attaching surface of the back plate and with the reflective element adhesively attached at the heater pad). The back plate26may be disposed within a mirror casing (or its outer surface may form part of the outer part of the mirror head) and is attached at an actuator that electrically adjusts the position of the back plate and mirror reflective element (and in tandem with the mirror casing) relative to the vehicle, such as by utilizing aspects of the mirror assemblies described in U.S. Pat. Nos. 10,099,618; 9,827,913 and/or 8,915,601, and/or U.S. Publication No. US-2020-0353867, which are hereby incorporated herein by reference in their entireties. Optionally, the lip or mating piece26amay be disposed at or received at the notch at the rear glass substrate (and optionally at the front glass substrate), and the back plate or a separate mirror casing or bezel portion may also overlay or receive at least part of the mirror reflective element therein such that at least a portion of the back plate or mirror casing or bezel portion encompasses the perimeter edges of the rear glass substrate and front glass substrate, with no portion of the back plate or mirror casing or bezel portion extending beyond or over the front or first surface of the front glass substrate. The reflective element thus may be at least partially nested in the mirror casing with a curved or rounded outermost exposed perimeter edge around the reflective element and with no overlap onto the front surface of the reflective element (such as by utilizing aspects of the mirror assemblies described in U.S. Pat. Nos. 7,184,190; 7,274,501; 7,255,451; 7,289,037; 7,360,932; 7,626,749; 8,049,640; 8,277,059 and/or 8,529,108, which are hereby incorporated herein by reference in their entireties). The reflective element thus provides a fully treated rounded or curved exposed perimeter surface (provided by both the front and rear substrates), with a notch along a portion of the rear substrate that may receive a portion or tab or protrusion26aof the mirror back plate26therein to fill the small notch (optionally, the notch may be very small and may not have a portion of the mirror casing disposed thereat). For example, and as best shown with reference toFIGS.10,13and14, a small notch or groove20amay be provided at a perimeter region of the rear substrate20, and electrically conductive terminals28a,28bmay be disposed at the rear (fourth) surface of the reflective element for electrically connecting to the third surface electrically conductive mirror reflector (where the terminals28may be disposed at the rear or fourth surface and at the notch20a). The two terminals28a,28bare electrically isolated from one another at the rear glass substrate and provide electrical connections to the respective electrically conductive coatings at the second and third surfaces of the reflective element or cell so as to allow electrification of the electro-optic medium when the coatings or traces are powered. The second surface terminal28bmay be disposed at an area of the notch where the wrapped third surface terminal28ais not disposed or may be electrically isolated from the terminal28a, such as via non-electrically conductive material disposed between the coatings or via isolation lines30(FIG.13) ablated or otherwise established through the electrically conductive coating(s) or the like. When the mirror reflective element is attached at the mirror back plate, the protruding portion26aof the mirror back plate is received in the notch or groove to conceal and encase the terminals. Thus, the terminals are disposed between the protruding portion26aof the mirror back plate and the rear glass substrate at the notch20aformed therein. The protrusion26aof the mirror back plate26is received at the notch or recess20aof the rear glass substrate (seeFIGS.15,15A and16). The electrically conductive terminals28may comprise electrically conductive metal tabs or elements that wrap or extend across the perimeter edge of the rear substrate at the cutout, with the third surface terminal28amaking contact with the third surface metallic reflector at the third surface of the rear substrate, and the second surface terminal28beither contacting the transparent electrically conductive coating at the second surface of the front substrate or contacting an electrically conductive wrap around element such as an epoxy disposed at the rear or second surface of the front glass substrate (seeFIG.12) and at the recess and in electrically conductive connection with the second surface conductive coating (and electrically isolated from the third surface terminal28aand the third surface conductive coating). As shown inFIG.18, the electrical terminals may comprise terminal pads located behind (or at the fourth surface) of the rear glass substrate and in electrical connection with the respective electrically conductive coatings at the second and third surfaces of the reflective element. Thus, the terminals28a,28bmay either directly contact the respective conductive surface, coating or element to which they are electrically connected (at the second or third surface of the mirror reflective element) or the terminals may be disposed at the fourth surface of the mirror reflective element and electrically connect to the second and third surfaces respectively via electrically conductive wrap around elements such as an electrically conductive epoxy or clip exposed at the fourth surface and in contact with the respective second or third surfaces (such as by utilizing aspects of the mirror reflective element assemblies described in U.S. Publication No. US-2018-0319339, which is hereby incorporated herein by reference in its entirety). Thus, as shown inFIGS.17,17A, and20, the protrusion26aof the back plate or attachment element26matches the curvature and alignment of the edge of the rear glass substrate20at the notch20ato provide a continuous rounded edge around the entire perimeter of the mirror reflective element. For example,FIG.17Ashows that protrusion provides a rounded edge to match and provide a continuous homologated radius of curvature with the rounded edge of the front glass substrate18. As shown inFIG.19, different radii of curvatures of the rounded edge of the front glass substrate (such as 1.6 mm or 2.8 mm) may require different matching curvatures of the protrusion to fill the notch in the rear glass substrate and provide the continuous rounded edge for the mirror reflective element. The notch20aallows for connection of electrically conductive terminals28at the perimeter of the frameless mirror reflective element for powering the EC mirror cell with minimal interruption to the continuous curved or rounded edge. The protrusion and notch are located at a lower portion of the mirror reflective element to virtually eliminate the appearance of the protrusion from view, but may be located at alternative locations at the perimeter of the mirror reflective element as desired or required for connection of the electrical terminals at the EC mirror cell. As shown inFIG.22, the cutout or recess at the rear glass substrate20may comprise a single recess or notch20aalong part of the lower perimeter region of the substrate to allow for the electrical connection to the second surface coating and the third surface coating via respective connectors or terminals28a,28bdisposed at the single cutout20aand electrically isolated from one another. Optionally, as shown inFIGS.23and24, the cutout or recess may comprise separate cutouts for the respective electrical connections, such as one for a positive electrical terminal and one for a negative electrical terminal. For example, the rear substrate20′ may have a first cutout or recess20a′ and a second cutout or recess20b′ established along the lower perimeter region (or elsewhere) of the rear substrate20′ to accept connection to the separate second and third surface electrical terminals. Optionally, as shown inFIG.23, the electrical terminals28a′,28b′ may comprise electrically conductive wires or leads, with the third surface electrical terminal28a′ extending through the first cutout or recess20a′ in the perimeter of the rear substrate20′ for attaching at the third surface of the rear substrate, and with the second surface electrical terminal28b′ extending through the second cutout or recess20b′ in the perimeter of the rear substrate20′ for attaching at the second surface of the front substrate. Optionally, and such as shown inFIG.24, the electrical terminals28a″,28b″ may comprise spring-loaded electrical connectors or pins (such as by utilizing aspects of the mirror assemblies and electrical connectors described in U.S. Pat. Nos. 10,466,563; 9,878,669 and/or 9,565,342, which are hereby incorporated herein by reference in their entireties), with the third surface electrical terminal28a″ extending through the first cutout or recess20a′ in the perimeter of the rear substrate20′ for attaching at the third surface of the rear substrate, and with the second surface electrical terminal28b″ extending through the second cutout or recess20b′ in the perimeter of the rear substrate20′ for attaching at the second surface of the front substrate. The spring-loaded connectors may compress as the attachment element or back plate is attached at the rear of the reflective element and maintain electrical connectivity with the respective coating due to the spring-bias of the pins into engagement with the respective coating or conductive pad or the like. The attachment element or back plate may have separate spaced apart protruding parts that are received in and fill in the respective recess, such as in a similar manner as discussed above. The spring-loaded connector for the third surface conductive coating may engage a wrap-around coating at the fourth surface of the rear glass substrate, with the wrap-around coating wrapping around the cutout edge to electrically connect with the third surface conductive coating of the rear glass substrate. In embodiments with separate cutouts for the respective electrical connections, the back plate or attachment element may have separate protruding portions to match and provide the continuous edge of the mirror reflective element at both respective cutouts. Thus, the number and configuration of the protrusion or protrusions from the attachment element may match the number and configuration of the cutouts or recesses provided in the rear glass substrate to accommodate the electrical terminals to ensure a homologated rounded edge around the perimeter of the frameless mirror reflective element. Optionally, and as shown inFIGS.25-27, the rear substrate20″ may have holes or vias or passageways established therethrough to allow for electrical connection from contacts at the rear surface of the rear substrate to the respective electrically conductive coatings at the second and third surfaces of the cell (such as by utilizing aspects of the mirror reflective element assemblies described in U.S. Publication No. US-2018-0319339, which is hereby incorporated herein by reference in its entirety). For example, and such as shown inFIG.26, a pair of holes or vias or passageways20a″,20b″ may be established through the rear substrate20″ within the boundary of the rear substrate, whereby electrically conductive wires or leads28a′,28b′ extend through the holes for electrical connection to the respective conductive coatings. For example, the third surface electrical terminal28a′ extends through the first hole20a″ for attaching at the third surface of the rear substrate20″ and the second surface electrical terminal28b′ extends through the second hole20b″ for attaching at the second surface of the front substrate20″. Optionally, and such as shown inFIG.27, spring-loaded electrical connectors or pins28a″,28b″ may similarly protrude through the holes20a″,20b″ for electrical connection to the respective conductive coatings at the third and second surfaces. Optionally, the electrically conductive material at the third surface of the rear substrate may be disposed at and in one of the holes or passageways and may wrap around the third and fourth surfaces to establish electrically conductive continuity between the fourth surface and the third surface coatings. As shown inFIGS.10,20and21, the attachment element or back plate26comprises a plastic injection molded structure with an attaching surface at which the heater pad27and reflective element12are attached. The electrically conductive terminals28a,28bare disposed at the notch or holes of the rear substrate and electrically connected to the respective conductive coatings at the front and rear glass substrates. The terminals are also electrically connected to circuitry or wires at the attachment element, such as wires or elements that extend through one or more passageways through the attaching surface of the attachment element (or optionally wires or elements that are insert molded in the attachment element with exposed contacts at each side of the attachment element), such that the circuitry or wires are electrically connected to circuitry or wires in the mirror head when the attachment element (with the reflective element attached thereto) is attached at the mirror head (such as when attached at an electrically operable actuator in the mirror head). The attachment element26further includes a protrusion26athat matches or fills a notch20ain the rear glass substrate20. The protrusion, at an outer surface, may match the curvature of the rear glass substrate to provide the continuous rounded edge from the front surface of the front glass substrate to the side wall of the mirror casing. The protrusion26amay also support or otherwise enable the connection of electrical terminals to the respective second and third surfaces of the mirror reflective element at the notch in the rear glass substrate. Thus, the exterior rearview mirror assembly includes a mirror reflective element attached at an actuator (via an attachment element or back plate) that is operable to adjust the mirror reflective element relative to a mounting arm or base portion (that fixedly attaches such as via bolts at the vehicle, and such as via bolting at a front door portion of the vehicle). The mirror head comprises the mirror reflective element, the back plate and the mirror casing, which all may be adjusted together and in tandem when the actuator is operated. The mirror reflective element attaches to the polymeric molded mirror backing plate, which, at one side, supports the mirror reflective element (and typically with a heater pad disposed therebetween), and at the other opposing side, includes structure for mounting at the mirror actuator. The mirror head may include other electrically operated accessories, such as a lane change alert or blind spot alert indicator or turn signal indicator or the like, and the backing plate and/or structure may utilize aspects of the mirror assemblies described in U.S. Pat. Nos. 8,058,977; 7,944,371 and/or 7,581,859, which are hereby incorporated herein by reference in their entireties. The mirror head is adjustable relative to the base portion (such as at an outer end portion of the base portion) via the actuator fixedly attached at a bracket portion of the mirror assembly. The mounting post or structure of the base portion may be received through or disposed at a gap or opening or aperture of the mirror casing, with the opening providing clearance or a gap between the casing wall and the mounting post to allow for adjustment of the mirror casing and reflective element (the mirror head) relative to the base portion, without direct contact or fouling between the mirror casing and the base portion during mirror head adjustment (but optionally with sealing and/or sliding contact between a gasket or seal and the mirror casing and/or base portion, as discussed below). The mirror casing may be formed by polymeric molding (such as injection molding) and the opening or hole or aperture may be established through the mirror casing during the molding of the mirror casing. Therefore, the present invention provides for an electro-optic mirror reflective element that has a rounded or curved exposed perimeter edge that spans both the front substrate and the rear substrate. Thus, the present invention can provide the desired rounded exposed edge of the mirror, while making the mirror substrates (particular the front substrate) out of a thinner glass material and maintaining compliance with regulations for exposed edges. The front and rear glass substrates may have curved edges with the same radius of curvature (to provide a continuous radius of curvature from the front surface to the side wall of the mirror casing) or with different radii of curvature (to provide a steeper or shallower transition curved edge between the front surface and the side wall of the mirror casing). Furthermore, the rear glass substrate may have a flat or non-rounded edge (FIG.6) that provides a continuous transition from the front glass substrate edge to the side wall of the mirror casing. The electrical connections to the electrically conductive coatings at the opposing (second and third) surfaces of the front and rear substrates are made in a way that avoids any connections or elements exposed at the periphery of the mirror cell, since substantially the entirety of the periphery of the cell is exposed when the reflective element is mounted at a mirror casing and mounted in a vehicle. For example, a notch is made in the rear glass substrate for attaching the electrical terminals at the respective surfaces via access provided to the surfaces at the notch. A protrusion from the rear attachment plate matches the curved edge of the rear glass substrate to provide a continuous curved edge with the front glass substrate, with the electrical terminals being disposed between the protrusion and the notched edge of the rear glass substrate. When the front glass substrate and rear glass substrate both comprise a thin (e.g., 1.6 mm) glass substrate and the edges of the front and rear glass substrates are ground together to form the combined continuous curved edge, the rear glass profile near the location of the EC terminals near the bottom of the glass is cut back to allow for EC terminal connection. To meet the regulation for the homologated edge at this location, the back plate is extended (or provides a protruding lip) to meet the front glass and continue the rounded homologated edge. Optionally, the front glass substrate may also be slightly notched or recessed, such that the protruding part of the attachment element also is partially received at the notch at the front glass substrate. Optionally, and as can be seen with reference toFIG.19, the rounded perimeter edge of the front glass substrate may have a radius of curvature of at least 2.5 mm (such as 2.8 mm or thereabouts) around the entire periphery, or the rounded perimeter edge of the front glass substrate may have a reduced radius of curvature at the cutout region (such as, for example, a 1.6 mm radius of curvature or thereabouts), and the at least 2.5 mm (such as 2.8 mm or thereabouts) around the rest of the periphery of the reflective element. During assembly of the mirror reflective element at the casing, the rear substrate of the reflective element may attach at an attachment element of the mirror head. For example, the fourth surface of the rear substrate may be adhesively attached at an attaching surface or portion of the attachment element of the mirror head (such as at an attachment surface of the mirror back plate), and optionally with a heater pad disposed between the fourth surface of the rear substrate and the attachment element. Optionally, the attachment element may comprise an attachment plate that is configured to snap attach at an electrically operated actuator of the mirror assembly or at an internal structure of the mirror head to attach the electro-optic reflective element assembly at the mirror head. When the electro-optic reflective element assembly is attached at the mirror head, both the front substrate and the rear substrate are exposed and rounded (such as via grinding and polishing of the glass edges) to provide a smooth continuous curved surface (having a radius of curvature of at least 2.5 mm, such as about 2.8 mm or thereabouts) from the planar front or first surface of the front substrate to an exterior wall or surface of the mirror casing. Optionally, the reflective element may include an opaque or substantially opaque or hiding perimeter layer or coating or band disposed around a perimeter edge region of the front substrate (such as at a perimeter region of the rear or second surface of the front substrate) to conceal or hide the perimeter seal from viewing by the driver of the vehicle when the mirror assembly is normally mounted in the vehicle. Such a hiding layer or perimeter band may be reflective or not reflective and may utilize aspects of the perimeter bands and mirror assemblies described in U.S. Pat. Nos. 5,066,112; 7,626,749; 7,274,501; 7,184,190; 7,255,451; 8,508,831 and/or 8,730,553, and/or U.S. Pat. Pub. No. US-2006-0061008, which are all hereby incorporated herein by reference in their entireties. Changes and modifications in the specifically described embodiments may be carried out without departing from the principles of the present invention, which is intended to be limited only by the scope of the appended claims as interpreted according to the principles of patent law. | 35,428 |
11858423 | DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings and the illustrative embodiments depicted therein, an interior rearview mirror assembly10for a vehicle includes a casing12that houses a reflective element14and a display device16, which provides a display area15visible to the driver of the vehicle through the reflective element14(FIGS.1and2). In the illustrated embodiment, the mirror assembly10is configured to be adjustably mounted to an interior portion of a vehicle (such as to an interior or in-cabin surface of a vehicle windshield or a headliner of a vehicle or the like) via a mounting structure or mounting configuration or assembly18. The casing12of the interior rearview mirror assembly10may house all or a portion of the components of the interior rearview mirror assembly10and may be integrally formed with portions thereof. As shown inFIG.2A, the principal or main viewing area of the full display video mirror has the same or slightly better field of view of a typical rearview mirror (minimum of about 20 degrees). This image could be 1:1 scale of what a reflected image would be. The left and right end zones may be delineated by a divider overlay image. Those end zones would display a distorted image so that a greater horizontal and/or vertical field of view can be seen. This would be similar to a convex or aspheric or “flat to bent” reflector. This could be tuned to reduce/eliminate blind zones between the exterior rearview mirror view and the interior rearview mirror view. Also, those end zones could have different display modes, such as, for example, a “trailering mode” or the like, where the zones could potentially show the edges of the road (with overlay of car edges or actual edges) so at a glance the driver can see how the equipped vehicle is centered in the lane. The display may include a “1:1 mode” that would turn off the dividers if that is annoying to some drivers. The mirror reflective element14of the interior rearview mirror assembly10comprises an electro-optic mirror reflective and the display device16is disposed at a rear surface of the electro-optic mirror reflective element for emitting illumination and displaying images and/or other information at the display area15(FIGS.1-3). In the illustrated embodiment ofFIG.2, the display area15encompasses substantially all of the reflective element14, such that the display area15is substantially the same size as the visible reflective surface. For example, the display area15may occupy at least 75 percent of the area of the visible reflective surface of the reflective element (or the electro-optically active region of the reflective element), preferably at least 85 percent of the area of the visible reflective surface of the reflective element, and more preferably at least 95 percent of the area of the visible reflective surface of the reflective element. The display device16is disposed at the rear surface of the electro-optic mirror reflective element14, with a mirror reflector film or layer22disposed at the front surface of the rear substrate (commonly referred to as the third surface of the reflective element) and opposing an electro-optic medium, such as an electrochromic medium disposed between the front and rear substrates and bounded by a perimeter seal. Optionally, the mirror reflector could be disposed at the rear surface of the rear substrate (commonly referred to as the fourth surface of the reflective element), while remaining within the spirit and scope of the present invention. The mirror reflector22comprises a transflective mirror reflector and provides a substantially reflective layer at the display area15, while being at least partially transmissive of light or illumination emitted by display device16, as discussed below. The transflective mirror reflector22is partially transmissive of visible light therethrough and partially reflective of visible light incident thereon and, thus, the presence of the video display device behind the reflective element is rendered covert by the transflective mirror reflector and information displayed by the video display device is only viewable through the mirror reflector and reflective element when the video display device is activated or backlit to display such images and/or information for viewing by the driver of the vehicle when the driver is normally operating the vehicle. In the illustrated embodiment, the electro-optic mirror reflective element14of the interior rearview mirror assembly10includes a front substrate24and a rear substrate26spaced from front substrate24with the electro-optic medium (such as an electrochromic medium) and transparent conductive or semi-conductive layers (such as described below) sandwiched between the substrates24,26(with the transparent conductive layer disposed at a rear surface of front substrate24[the second surface of the laminate electro-optical element] and the transparent conductive layer disposed at the front surface of rear substrate26[the third surface of the laminate electro-optical element]). For example, the conductive layers may comprise an indium tin oxide (ITO) material or a thin metallic layer sandwiched between two transparent conductive layers (a TC/M/TC stack of layers) such as ITO/Metal/ITO (for example, ITO/Ag/ITO) or a doped tin oxide or a doped zinc oxide or the like, so as to provide the desired conductivity and transparency at the second and third surfaces of the fourth surface reflector reflective element or cell. An electrical sheet resistance of less than about 20 ohms/square is preferred for such transparent conductor layers; more preferably less than about 15 ohms/square and most preferably less than about 10 ohms/square, while visible light transmission through such transparent conductive coated substrates is preferably at least about 70% T, more preferable at least about 75% T and most preferably is at least about 80% T. An epoxy seal material or the like is applied between the substrates to define the cavity for the electrochromic medium and to adhere the substrates together. The display device is operable to display video images captured by a rearward viewing camera, such as a camera mounted at a rear portion of the vehicle or that views through a rear window of the vehicle so as to have a rearward field of view rearward and at least partially sideward of the vehicle. The camera may capture images during normal operation of the vehicle, such as when the driver of the vehicle drives the vehicle forwardly along a road. Video images are displayed by the display device during such normal operation, such as to provide enhanced rearward viewing that encompasses regions not viewable to a driver of a vehicle viewing a conventional interior rearview mirror assembly. In the illustrated embodiment, and as shown inFIG.3, the display device16comprises a display module having a display screen (such as a multi-pixel LCD panel/screen backlit by a plurality of LEDs) and a circuit element32(such as a printed circuit board or the like, such as a silicon substrate having circuitry established thereon) disposed at the rear of the display screen. Circuit board32has circuitry established thereat (such as by establishing the circuitry at or on a silicon substrate using CMOS technology or the like), and such circuitry may be configured for controlling the display functions and for controlling the dimming or variable reflectance of the reflective element. The circuit board32may also be coupled with a photo/glare light sensor34established rearward of the display device for providing a viewing angle capable to sensing glare on the display area, such as in a location rearward of the display screen and forward (as in forward with respect to the direction of the travel of the vehicle) of the front glass substrate24for detecting or sensing the light (such as ambient light or glare light) at the mirror reflective element and the display device16. As shown inFIG.3, the sensor34may be disposed behind the front substrate (such as at an overhang region where the cross dimension of the front substrate is greater than the cross dimension of the rear substrate), so that the sensor is not behind the display screen or the electro-optic (such as electrochromic) medium. The glare light sensor34, as shown inFIGS.2and3, may be integrated with an ON/OFF user input or touch sensor behind the front glass substrate24that is configured to actuate based on a touch event at an exterior surface of the electro-optic mirror reflective element. This integration reduces the overall dimensions of the mirror and optimizes light sensor position, namely, it places the light sensor closer to the first surface of front substrate of the reflective element, which allows for a wider viewing angle. Such a sensor34may also be positioned at alternative locations and may also be used to sense night-time driving conditions of the vehicle, such as relative light conditions, headlights, and other conditions indicative of night-time driving. For instance, the glare light sensor may be integrated above the plane of the backlit thin film transistor (TFT)—LCD display screen or panel. With respect to the user input integrated with the sensor, the input or sensor may provide capacitive or optical detection of a finger, may include light management films to prevent backlight from affecting the sensor, and may include color applique, printed, or laser etched graphics. The user input or sensor and mirror assembly may utilize aspects of the sensors and mirror assemblies described in U.S. Pat. No. 8,154,418 and/or International Publication Nos. WO 2011/044312; WO 2012/051500 and/or WO 2013/071070, which are all hereby incorporated herein by reference in their entireties. With further reference to the construction of the display device16, as show for example inFIG.3, optical films and an optically clear structural block may be provided between the display panel or screen and the backlight array30of the display device16. These optical films may include DBEF, BEF-1, BEF-2, Diffusers (2+), such as brightness enhancement films (such as, for example, VIKUITI™ BEF films from 3M) and a light diffuser sheet (such as, for example, a hazed or diffuse-light transmitting plastic diffuser or sheet). A reflector (such as a metal or metal coated reflector) may be disposed behind the backlight array to enhance backlighting of the display screen. For example, the optical films may comprise visible light transflecting/polarizing elements or films (such as VIKUITI™ Dual Brightness Enhancement Film—Polarizer (DBEF-P2) film available from 3M). A backlight array30(such as a two dimensional array of white light emitting LEDs or the like) may also be provided to generate enhanced backlighting intensity to further help ensure that the driver can discern any video image or information being displayed and transmitted through the electro-optic element20, as sunlight streaming into the vehicle cabin and incident at the display area of the interior mirror reflective element may cause reflective glare and/or wash-out the video image or other displayed information. To provide sufficient image clarity, the video display device may include the backlighting element30that is configured to provide increased image brightness. The video display screen element is disposed at the rear surface of the electro-optic mirror reflective element14. The backlighting element is disposed to the rear of the video screen so that visible (or other) light emitted from the backlighting element (when it is electrically powered) passes through the video screen element. The display device16, such as shown inFIG.3, is disposed behind the reflective element14and is operable to display images and information for viewing by the driver of the vehicle through the transflective mirror reflector coating22. The display area of the display screen is sized to substantially encompass the electro-optically active region (the region bounded by the perimeter seal) of the mirror reflective element. The display device16may comprise any suitable display device, such as a video display device, and such as a multi-pixel display screen (such as a backlit dot matrix liquid crystal display or a thin film transistor or TFT display screen) that is backlit by a plurality of illumination sources30, such as a plurality of white light-emitting light emitting diodes or the like. The display device may utilize aspects of the display-on-demand transflective type displays and/or video displays or display screens of the types disclosed in U.S. Pat. Nos. 8,890,955; 7,855; 755; 7,338,177; 7,274,501; 7,255,451; 7,195,381; 7,184,190; 7,046,448; 5,668,663; 5,724,187; 5,530,240; 6,329,925; 6,690,268; 7,734,392; 7,370,983; 6,902,284; 6,428,172; 6,420,975; 5,416,313; 5,285,060; 5,193,029 and/or 4,793,690, and/or in U.S. Pat. Pub. Nos. US-2006-0050018; US-2009-0015736; US-2009-0015736 and/or US-2010-0097469, which are all hereby incorporated herein by reference in their entireties. For such a full-screen video mirror, night-time driving may result in increased glare from head-lights reflected off the mirror or glass surfaces at the display area. To resolve that issue, the electro-optic mirror reflective element14may be dimmed or darkened while the display device16is active during night-time conditions, which reduces reflection from the mirror reflector. Doing so may also result in the need to change the neutral color of the TFT panel, which is normally white in color, to more of a pink color to compensate for the blue-green color of the images displayed through the active, darkened electro-optic medium of the mirror reflective element14. Accordingly, the display device16may function to adjust the neutral color emitted based on the actuation condition of the electro-optic element. Also, in order to reduce issues related to glare from head-lights reflected off the mirror or glass surfaces, which are common during night-time driving, the video signal processing may be adapted to increase overall background image luminance (i.e., over-power reflection by modifying the video brightness). For example, the backlight intensity may be modified or increased to over-power the reflected images, so that the displayed images can be viewed by the driver. Alternatively or in addition, the content of the displayed image may be modified, such that dark areas of the image are increased in brightness. Optionally, the control of the display device may provide an increased contrast ratio for enhanced or optimum night-time conditions. For example, the LED backlight may be operable in two or more different dimming ranges, such that the maximum display intensity is reduced during night-time (the nominal LED current is different in each range). This may limit or substantially preclude the backlighting from appearing gray during nighttime driving conditions, and this may limit or substantially preclude the backlight intensity from optically affecting the transistors within the LCD display panel. Optionally, the display may provide localized or regional dimming of the LED backlight based on video image's content. For example, because the sky during nighttime conditions is black, the display (when displaying video images captured by a vehicle camera that has its field of view encompassing a region of the sky) may have that region of the backlight at that region of the displayed image be at a lower brightness. The dimming region could be static based on the camera/optics design, or may be dynamic based on the displayed video content. Optionally, the display device and control thereof may provide increased intensity during daytime conditions. Typical displays use Red, Green, and Blue sub-pixels (or pixels of a sub-array comprising three or more pixels with respective spectral filters or elements). In order to increase the overall brightness of the displayed images, and such as shown inFIG.7, the display device16of the present invention includes an additional “white” or clear sub-pixel within the pixel sub-arrays of the LCD panel, such that there are 4 sub-pixels or 4 pixels of each sub-array (a red sub-pixel, a green sub-pixel, a blue sub-pixel and a white/clear sub-pixel). Use of the white/clear sub-pixel increases the overall brightness of the displayed image. The white/clear pixel could be of the same dimensions as the R, G, B pixels, or slightly different dimensions to provide the desired lighting effect or to increase the effective brightness, depending on the particular application. Optionally, such a display device configured with white/clear pixels may be altered between emitting or displaying an image using the white/clear pixels and emitting or displaying an image without the white/clear pixels, such as when glare and/or night-time driving conditions are sensed. The sub-pixels are individually addressed to provide the desire color for each pixel of the display screen, and the white/clear sub-pixel may be addressed to allow more or less light to pass therethrough to brighten or darken the displayed images accordingly. Also, since eyes can change peak color or wavelength sensitivity depending on the ambient lighting conditions, the display colors may be adjusted to match optimum sensitivity of the human eye with the current sensed ambient lighting conditions. For example, the video or image displayed by the display device16may be changed from a full-color image display to a black and white image during a sensed or otherwise determined night-time condition or other conditions, such as a sensed glare in the display area. Optionally, the display device and control may adjust or change the video signal processing during nighttime or other conditions. The luminance or other video signal parameters of the display device may be adjusted to display a more usable image to the user. For example, the video signal processing may be changed during nighttime conditions. For example, in a dark lighting condition, the red color curve of the displayed image may be modified to make lighting from the vehicle's own brake lights less prominent or obvious to the driver viewing the displayed images. Video processing may also use the sum of the three RGB sub-pixels in order to yield a substantially brighter image. In such dark lighting conditions, the video signal may be modified at the moment of brake light activation, to limit or substantially prevent flicker or glare from being perceived in the video display, which would need communication from the vehicle as to the brake-light status, such as via a CAN network. Responsive to a signal indicative of actuation of the brakes, the backlight intensity may be reduced or the luminance portion of the video signal may be reduced by changing the signal processing. It is desirable that the display device16provides enhanced or substantial backlighting of the display screen to enhance the viewability of the display screen during high ambient lighting conditions. However, enhanced illumination typically results in increased operating temperatures of the display device due to the heat dissipation by the light sources of the rear backlighting, and, thus, is often challenging for applications within an enclosed structure such as a mirror casing. In the illustrated embodiment, in order to reduce the operating temperature at the display device16, including heat generated from the backlight array30, the mirror assembly may include one or more thermally conductive elements or heat dissipating elements or heatsinks to conduct/dissipate heat generated by the LCM display device16. The heatsink may be an integral part of the backlighting LED array or may be a separate piece, and may be any thermally conductive material, such as a metal or alloy, shaped to have protrusions or fins that allow air circulation to further dissipate heat from the backlighting LED array. Optionally, the heatsink may comprise a polymer resin, with or without filler materials to increase thermal conductivity. For example, the heatsink may comprise materials of the types produced by Celanese under the trademark COOLPOLY. Optionally, and such as shown inFIGS.3and8, the backlight array30may include a plurality of backlight zones which can be independently controlled for intensity (to individually or separately control the brightness or intensity of respective portions of the displayed images), and each zone (or even each individual LED) can be controlled individually or as part of a group or set of zones. The zones may comprise between 2 and 128 zones, and the zones may be further operated as groups of zones that are actuated together, where the groups may be fixed or dynamically defined with software. Software or dedicated hardware machines analyze each frame of video image data and control the individual LED intensities based on the ambient lighting environment as well as the spatial luminance within that particular frame. The LED backlight may include zones of individual LEDs or sets of LEDs or most preferably individually addressable LEDs that are configured to independently actuate and increase or decrease brightness based on the brightness and/or content of the images displayed by the display device. For example, each zone of LEDs may comprise multiple LEDs and preferably one LED, and the LEDs of each zone may be commonly powered to achieve a specific zone intensity. As shown inFIGS.4and5, the video input to be displayed on the LCD panel may be separately processed by a backlight processor to control the backlight array, such as with the zones, based on the image content of the video input. This processing may be selectively performed, but more preferably processed automatically using a combination of information such as user preference settings, ambient forward and/or rearward light sensors and most importantly the spatial luminance information within each frame of video. During nighttime driving conditions in very dark ambient lighting, the light leakage from the backlight through the TFT panel can cause irritation to a driver when his or her eyes are completely dark adapted. Such dimming could be configured to prevent the display from appearing gray during night conditions, allow selective brightening or even turn on only LEDs in areas where headlights are present. Such localized or regional dimming of the LED backlight is also applicable during higher ambient driving conditions. Each frame of video image data captured during daytime ambient conditions has varying spatial requirements for backlight intensity. By only driving bright spatial regions with bright backlight intensities, significant power can be saved in the backlight. In addition, the contrast and color quality of individual frames can be dynamically and continuously optimized to only use peak LED power where it is absolutely needed. During daytime conditions, it is common for most images to have bright sky regions in the upper half of an image and darker ground or foliage content in the lower half of the displayed images. LEDs in the sky region or upper region would be driven with a higher current or higher PWM duty cycle than those LEDs in the darker ground and foliage regions of the display. Power savings in the backlight current budget can be realized under most daytime and nighttime video frames. There will be unique situations such as sunny days where the landscape is snow covered under which power savings may be minimal. It is preferable to have individual light emitting diodes independently controlled based on determined display intensities of respective portions of the video images displayed by the video display device. For example, the particular zones of backlighting LEDs to be increased or decreased in intensity may be determined responsive to processing of image data representative of the displayed images, such as to determine glare regions or bright spots (or dark spots) in the images, whereby the backlighting zones associated with the glare regions or bright spots may have the LED intensity increased and/or the backlighting zones associated with dark areas may have the LED intensity decreased. For example, at least one zone of the plurality of zones of light emitting diodes may be brightened responsive to a determination of a glare source, such as a headlight of a rear-approaching vehicle or a glare or reflection of light off of a windshield of a rear-approaching vehicle or the like, being present in the rearward field of view of said rearward viewing camera. Also, for example, at least one zone of the plurality of zones of light emitting diodes may be darkened (or have its intensity decreased) responsive to a determination of a darker region, such as a shaded region or shadow or the like, being present in the rearward field of view of the rearward viewing camera, particularly during daytime driving conditions where the other regions of the captured images are brighter. The goal of localized intensity control of LEDs is to always attempt to use the lowest possible luminance output for that particular lighting environment and spatial content of the video image that that particular LED can influence. The display system thus determines brighter regions (such as headlights or the like) and darker regions (such as sky at night or shadows or the like) and accordingly adjusts the backlighting of the display regions on a frame-by-frame basis. Additionally, the display system may make frame by frame modifications to the spatial video signal being written to the pixels of the display in order to compensate for luminance gradient that each LED influences in the LCD. One LED may illuminate a 1 cm region of display surface with the pixels directly adjacent to the LED being illuminated with more energy than the pixels on the perimeter of the LEDs influence region. The video signal around luminance transition regions may need to be enhanced in software to intentionally increase or decrease the video signal itself to compensate for the gradient caused by individual LEDs. When the local dimming of the backlight and the enhancement to the video signal are optimized to work together the result is to provide sharp, uniform and natural gradients in luminance transitions, while reducing overall backlighting of the display screen to conserve power. For example, in order to provide enhanced sharp display of a headlamp (or other light source) at night, the LED or LEDs (or zone of LEDs) at the region displaying the headlamp may be adjusted to provide a desired brightness and simultaneously the video signal supplied to display pixels surrounding the headlamp may also be adjusted or dimmed so as to compensate for the gradient glow surrounding the headlight LEDs. The displayed image has a sharper and natural contrast between the displayed headlamp and its darker surroundings (thus reducing any glow or halo around the displayed headlamp). The processing of the captured image data and such adjustments of the backlighting and the of the display screen are made on a frame-by-frame basis such that the displayed images are adjusted for enhanced/optimized display and viewing, while at the same time conserving power in the display system. The goal of the “local dimming concept” is to first save power and to do this by minimizing the intensity in dark areas and only using bright intensity in bright areas. Local dimming thus saves power and at the same time can enhance the appearance of some video content (such as by increasing shadow areas to enhance viewing of those areas and/or by darkening darker areas to achieve better contrast). Further, and such as shown inFIGS.3and8, the display device may include an LCD panel that has an LED backlight array with at least two dimming ranges configured to reduce illumination intensity of the LED backlight during the sensed night-time driving conditions, such that maximum intensity is reduced during night-time. For example, and such as illustrated inFIG.9, a day mode intensity and a night mode intensity may be separately defined and have separate brightness level changes with different pulse width modulation (PWM) percentages, thereby allowing brightness to be reduced at different levels when switching from day mode to night mode. Accordingly, the illumination source(s) of the backlight array30may comprise one or more light emitting diodes (LEDs) (such as a plurality of LEDs, such as high intensity LEDs of the types described in U.S. Pat. No. 7,195,381, which is hereby incorporated herein by reference in its entirety), or may comprise cold-cathode fluorescent sources, laser diode sources, electroluminescent sources, or the like, and may be electrically activatable or operable or energizable to backlight or illuminate the display screen. For a thin film transistor (TFT) liquid crystal display (LCD) video display element or other display types, the desired degree of luminance may be achieved by, but is not limited to, cold cathode fluorescent tubes, white LEDs, or white light generated through color mixing of red, green, and blue LEDs, or other suitable illumination sources or elements, located at the TFT LCD display element behind the reflector/reflective element, as shown inFIG.3. The innovations of the present invention may also be used in video mirrors such as those described in U.S. Pat. No. 9,057,875 to Fish Jr., et al. titled “Display Mirror Assembly,” which issued Jun. 16, 2015, and in U.S. Publication No. US-2014-0347488 (filed as U.S. patent application Ser. No. 14/358,192 on Oct. 29, 2012) and titled “Video display mirror and video display mirror system”, the disclosures of which are hereby incorporated by reference herein in their entireties. In such video mirrors that utilize a full-screen or near full-screen video display, an actuator device is adjustable to tilt a mirrored glass element in one direction, thereby moving the mirrored glass element to an off-axis position which approximately simultaneously changes the on/off state of a video display module. The actuator device is also adjustable to tilt the glass element in another direction, thereby moving the glass element to an on-axis position which approximately simultaneously changes the on/off state of the display module. The mirror assembly and display and adjustment may utilize aspects of the mirror assemblies described in U.S. Pat. No. 9,205,780, which is hereby incorporated herein by reference in its entirety. The video display mirror can be provided with a transflective mirror element, a video display module and an interlocking mechanism. The transflective mirror element can be used so that a vehicle driver can look towards the rear of the vehicle by viewing an interior mirror assembly that comprises the transflective mirror element. The video display module is disposed near and behind the transflective mirror element in the interior mirror assembly at the windshield of the equipped vehicle. The interlocking mechanism moves to result in the video images (such as captured by and fed from a rear-viewing video camera or set of video cameras of the equipped vehicle) being displayed on a video screen of the video display module and changes the angle of a reflection surface of the transflective mirror element from the position of the transflective mirror element when the rear of the vehicle is viewed. The actuator can be a manually operated and manually-powered toggle mechanism, or may be manually operated but with a motor-powered toggle mechanism. Optionally and preferably, such toggling or tilting or moving of such full display hybrid video mirrors from one state (where a video captured by at least one video camera of the equipped vehicle is displayed by the video screen of the video display module for viewing by the driver as he or she operates and drives the equipped vehicle) to a second state (where a video captured by at least one video camera of the equipped vehicle is not displayed by the video screen of the video display module for viewing by the driver and where the driver views rearward via a mirror reflector of the transflective mirror element) is hands-free and is achieved by at least one of (i) voice control/voice command and (ii) gesture control/gesture command. Alternatively or additionally, touch sensing/touch control can be used. Since the camera may optionally be mounted on movable portions of the vehicle, such as the rear window or trunk lid or lift gate, the display may optionally be disabled when the camera is not pointed in the designed or selected or intended direction. The vehicle can command the display to OFF based on the sensed position of the camera mounting, such as the lift-gate being ajar. Alternatively, the camera or display may perform analytics on the video image (such as via image processing of image data captured by the camera) to determine if the captured scene or field of view is appropriate for that camera. If the field of the view of the camera is determined to be not appropriate, the display may be disabled. The display device may also be controlled or operable in response to an input or signal, such as a signal received from one or more cameras or image sensors of the vehicle, such as a video camera or sensor, such as a CMOS imaging array sensor, a CCD sensor or the like, and image processors or image processing techniques, such as utilizing aspects of the cameras and image processors described U.S. Pat. Nos. 5,550,677; 5,670,935; 5,760,962; 6,498,620; 6,396,397; 6,222,447; 6,201,642; 6,097,023; 5,877,897; 5,796,094; 5,715,093; 6,922,292; 6,757,109; 6,717,610; 6,590,719; 6,320,176; 6,559,435; 6,831,261; 6,806,452; 6,822,563; 6,946,978; 7,038,577; 7,004,606 and/or 7,720,580, and/or U.S. Pat. Pub. Nos. US-2006-0171704; US-2009-0244361 and/or US-2010-0214791, and/or International Publication Nos. WO 2009/046268 and/or WO 2009/036176, which are all hereby incorporated herein by reference in their entireties, or from one or more imaging systems of the vehicle, such as a reverse or backup aid system, such as a rearwardly directed vehicle vision system utilizing principles disclosed in U.S. Pat. Nos. 5,550,677; 5,760,962; 5,670,935; 6,201,642; 6,396,397; 6,498,620; 6,717,610 and/or 6,757,109, which are hereby incorporated herein by reference in their entireties, a trailer hitching aid or tow check system, such as the type disclosed in U.S. Pat. No. 7,005,974, which is hereby incorporated herein by reference in its entirety, a cabin viewing or monitoring device or system, such as a baby viewing or rear seat viewing camera or device or system or the like, such as disclosed in U.S. Pat. Nos. 5,877,897; 6,690,268, which are hereby incorporated herein by reference in their entireties, a video communication device or system, such as disclosed in U.S. Pat. No. 6,690,268, which is hereby incorporated herein by reference in its entirety, and/or the like. The imaging sensor or camera may be activated and the display screen may be activated in response to the vehicle shifting into reverse, such that the display screen is viewable by the driver and is displaying an image of the rearward scene while the driver is reversing the vehicle. It is envisioned that an image processor or controller (such as an EYEQ™ image processing chip available from Mobileye Vision Technologies Ltd. of Jerusalem, Israel, and such as an image processor of the types described in International Pub. No. WO 2010/099416, which is hereby incorporated herein by reference in its entirety) may process image data captured by the rearward facing camera to assess glare lighting conditions (such as to detect headlights of following vehicles that may cause glare at the interior and/or exterior rearview mirror assemblies of the equipped vehicle), and the controller may adjust or control the dimming of the electro-optic mirror assembly or assemblies of the equipped vehicle responsive to such image processing. Optionally, the full display mirror may comprise a fixed reflectance or non-electro-optic reflective element, such as a prismatic reflective element or a flat or planar glass reflective element or the like, with a transflective mirror reflector disposed at one surface of the reflective element. The reflective element may comprise a thin chrome layer and may comprise a dielectric mirror that is transparent and reflective, such as, for example, at least about 35 percent reflective (such as, for example, about 42 percent reflective or thereabouts). Optionally, the second surface of the LCD display screen may comprise a reflector to enhance reflectance of the mirror reflective element. Optionally, the front glass at the LCD display screen may comprise gorilla glass or other suitably durable and thin and strong glass substrate. Optionally, the display screen or display system may provide graphic overlays at the displayed images to enhance the viewer's understanding of the displayed images, such as to overlay or shade displayed images to highlight features or distances from the vehicle. Optionally, graphic overlays, such as in the form of horizontal lines or shading or the like, may be provided to represent distance from the vehicle's bumper to various locations rearward of the vehicle, such as shown inFIGS.11,12,14and15. Optionally, graphic overlays in the form of angled lines may be provided to show reference for the sides of the vehicle and where the sides of the vehicle would be along the projected rearward path or trajectory of the vehicle, such as shown inFIGS.13-15. The graphic overlays may comprise static overlays or may comprise dynamic overlays, where the overlays are adjusted responsive to a steering angle of the vehicle or the like. Because the display screen may be active for prolonged periods of time, the mirror head and/or display screen or module preferably includes heat dissipating means, such as a heatsink or the like. Optionally, the housing may comprise a heat reducing or heat dissipating material, such as aluminum, plastic and/or magnesium or the like. In addition, the mounting bracket to the windscreen or windshield may be thermally connected, in order to increase the heat dissipation from the module. As shown inFIG.16, the display module may include a heatsink at or near the decoder PCB. For example, the heatsink may comprise a plate or structure or element that is disposed along or over a surface of the decoder PCB. Optionally, the display module may comprise additional heat dissipating means or enhancements, such as use of a thermal insulating coating or tape, such as a ceramic “doped” paint or the like, to limit or substantially preclude heat transfer from a heatsink to the decoder PCB of the display module. For example, such a thermal insulating coating or paint may be applied over the entire heatsink or smaller areas to protect sensitive components on the decoder PCB. Optionally, use of a thermally conducting compound or tape, such as an elastomer or resilient material, may be used to thermally connect or couple the decoder PCB to the heatsink, so as to provide enhanced heat transfer from components of the decoder PCB to the heatsink. For example, and such as can be seen with reference toFIG.17, a gap pad or thermal interface material may be provided between the heatsink and decoder PCB to enhance such heat transfer. Optionally, and with reference toFIG.19, image data captured by a camera at the vehicle is transmitted to a deserializer and then to a decoder and a TFT voltage driver and then to the TFT display. A controller is responsive to the deserializer and decoder (and a user input or on/off switch) and controls the backlight driver and LED backlighting at the TFT display. Optionally, the controller may also be responsive to or in communication with a vehicle network or CAN or LIN communication bus interface. Optionally, the controller may also control the EC drive circuit to control the dimming of the electro-optic or electrochromic mirror reflective element (so that the control may undim the reflective element when the display is operating to enhance viewing of the display through the mirror reflective element). The mirror assembly may also include user actuatable inputs operable to control any of the accessories of or associated with the mirror assembly and/or an accessory module or the like. As shown inFIGS.2,3and10, the mirror assembly10may include a button or user input for actuating the display device16. The user input may incorporate one or more touch or proximity sensitive user inputs and associated icons or the like so a user can readily identify the purpose or function of the user inputs and actuate the appropriate or desired or selected user input. For example, the mirror assembly may include touch sensitive elements or touch sensors or proximity sensors, such as the types of touch sensitive elements described in U.S. Pat. Nos. 5,594,222; 6,001,486; 6,310,611; 6,320,282; 6,627,918; 7,224,324 and/or 7,253,723, and/or International Publication Nos. WO 2012/051500 and/or WO 2013/071070, which are hereby incorporated herein by reference in their entireties, or such as proximity sensors of the types described in U.S. Pat. Nos. 7,224,324; 7,249,860 and/or 7,446,924, and/or International Publication No. WO 2004/058540, which are hereby incorporated herein by reference in their entireties, or such as membrane type switches, such as described in U.S. Pat. No. 7,360,932, which is hereby incorporated herein by reference in its entirety, or such as detectors and the like, such as the types disclosed in U.S. Pat. Nos. 7,255,541; 6,504,531; 6,501,465; 6,492,980; 6,452,479; 6,437,258 and/or 6,369,804, which are hereby incorporated herein by reference in their entireties, and/or the like, while remaining within the spirit and scope of the present invention. Optionally, the user inputs or buttons may comprise user inputs for a garage door opening system, such as a vehicle based garage door opening system of the types described in U.S. Pat. Nos. 6,396,408; 6,362,771; 7,023,322 and/or 5,798,688, which are hereby incorporated herein by reference in their entireties. Optionally, the user inputs may also or otherwise comprise user inputs for a telematics system of the vehicle, such as, for example, an ONSTAR® system as found in General Motors vehicles and/or such as described in U.S. Pat. Nos. 4,862,594; 4,937,945; 5,131,154; 5,255,442; 5,632,092; 5,798,688; 5,971,552; 5,924,212; 6,243,003; 6,278,377; 6,420,975; 6,477,464; 6,946,978; 7,308,341; 7,167,796; 7,004,593; 7,657,052 and/or 6,678,614, and/or U.S. Pat. Pub. No. US-2006-0050018, which are all hereby incorporated herein by reference in their entireties. Optionally, the mirror assembly and/or any associated user inputs may be associated with various accessories or systems, such as, for example, a tire pressure monitoring system or a passenger air bag status or a garage door opening system or a telematics system or any other accessory or system of the mirror assembly or of the vehicle or of an accessory module or console of the vehicle, such as an accessory module or console of the types described in U.S. Pat. Nos. 7,289,037; 6,877,888; 6,824,281; 6,690,268; 6,672,744; 6,386,742 and/or 6,124,886, which are hereby incorporated herein by reference in their entireties. The mirror assembly may comprise any suitable construction, such as, for example, a mirror assembly with the reflective element being nested in the mirror casing and with a bezel portion that circumscribes a perimeter region of the front surface of the reflective element, or with the mirror casing having a curved or beveled perimeter edge around the reflective element and with no overlap onto the front surface of the reflective element (such as by utilizing aspects of the mirror assemblies described in U.S. Pat. Nos. 7,255,451; 7,289,037; 7,360,932; 8,049,640; 8,277,059 and/or 8,529,108, or such as a mirror assembly having a rear substrate of an electro-optic or electrochromic reflective element nested in the mirror casing, and with the front substrate having curved or beveled perimeter edges, or such as a mirror assembly having a prismatic reflective element that is disposed at an outer perimeter edge of the mirror casing and with the prismatic substrate having curved or beveled perimeter edges, such as described in U.S. Des. Pat. Nos. D633,423; D633,019; D638,761 and/or D647,017, and/or International Publication Nos. WO 2010/124064; WO 2011/044312; WO 2012/051500; WO 2013/071070 and/or WO 2013/126719, which are hereby incorporated herein by reference in their entireties (and with electrochromic and prismatic mirrors of such construction are commercially available from the assignee of this application under the trade name INFINITY™ mirror). As discussed above, the mirror assembly may comprise an electro-optic or electrochromic mirror assembly that includes an electro-optic or electrochromic reflective element. The perimeter edges of the reflective element may be encased or encompassed by the perimeter element or portion of the bezel portion to conceal and contain and envelop the perimeter edges of the substrates and the perimeter seal disposed therebetween. The electrochromic mirror element of the electrochromic mirror assembly may utilize the principles disclosed in commonly assigned U.S. Pat. Nos. 7,274,501; 7,255,451; 7,195,381; 7,184,190; 6,690,268; 5,140,455; 5,151,816; 6,178,034; 6,154,306; 6,002,544; 5,567,360; 5,525,264; 5,610,756; 5,406,414; 5,253,109; 5,076,673; 5,073,012; 5,117,346; 5,724,187; 5,668,663; 5,910,854; 5,142,407 and/or 4,712,879, which are hereby incorporated herein by reference in their entireties. Although shown as an electrochromic mirror application, it is envisioned that the mirror assembly may comprise a prismatic or flat glass reflective element, while remaining within the spirit and scope of the present invention. The prismatic mirror assembly may be mounted or attached at an interior portion of a vehicle (such as at an interior surface of a vehicle windshield) via the mounting means described above, and the reflective element may be toggled or flipped or adjusted between its daytime reflectivity position and its nighttime reflectivity position via any suitable toggle means, such as by utilizing aspects of the mirror assemblies described in U.S. Pat. Nos. 6,318,870; 7,249,860, and/or U.S. Publication No. US-2010-0085653, which are hereby incorporated herein by reference in their entireties. Optionally, for example, the interior rearview mirror assembly may comprise a prismatic mirror assembly, such as the types described in U.S. Pat. Nos. 7,289,037; 7,249,860; 6,318,870; 6,598,980; 5,327,288; 4,948,242; 4,826,289; 4,436,371 and/or 4,435,042, which are hereby incorporated herein by reference in their entireties. Optionally, the prismatic reflective element may comprise a conventional prismatic reflective element or prism or may comprise a prismatic reflective element of the types described in U.S. Pat. Nos. 7,420,756; 7,289,037; 7,274,501; 7,249,860; 7,338,177 and/or 7,255,451, which are all hereby incorporated herein by reference in their entireties, without affecting the scope of the present invention. A variety of mirror accessories and constructions are known in the art, such as those disclosed in U.S. Pat. Nos. 5,555,136; 5,582,383; 5,680,263; 5,984,482; 6,227,675; 6,229,319 and/or 6,315,421 (which are hereby incorporated herein by reference in their entireties), that can benefit from the present invention. Optionally, the reflective element may include an opaque or substantially opaque or hiding perimeter layer or coating or band disposed around a perimeter edge region of the front substrate (such as at a perimeter region of the rear or second surface of the front substrate) to conceal or hide or the perimeter seal from viewing by the driver of the vehicle when the mirror assembly is normally mounted in the vehicle. Such a hiding layer or perimeter band may be reflective or not reflective and may utilize aspects of the perimeter bands and mirror assemblies described in U.S. Pat. Nos. 5,066,112; 7,626,749; 7,274,501; 7,184,190 and/or 7,255,451, and/or International Publication Nos. WO 2010/124064 and/or WO 2011/044312, which are all hereby incorporated herein by reference in their entireties. Optionally, the mirror assembly may include one or more other accessories at or within the mirror casing, such as one or more electrical or electronic devices or accessories, such as antennas, including global positioning system (GPS) or cellular phone antennas, such as disclosed in U.S. Pat. No. 5,971,552, a communication module, such as disclosed in U.S. Pat. No. 5,798,688, a blind spot detection system, such as disclosed in U.S. Pat. Nos. 5,929,786; 5,786,772, transmitters and/or receivers, such as a garage door opener or the like, a digital network, such as described in U.S. Pat. No. 5,798,575, a high/low headlamp controller, such as disclosed in U.S. Pat. Nos. 5,796,094; 5,715,093, a memory mirror system, such as disclosed in U.S. Pat. No. 5,796,176, a hands-free phone attachment, a video device for internal cabin surveillance and/or video telephone function, such as disclosed in U.S. Pat. Nos. 5,760,962; 5,877,897, a remote keyless entry receiver, lights, such as map reading lights or one or more other lights or illumination sources, such as disclosed in U.S. Pat. Nos. 6,690,268; 5,938,321; 5,813,745; 5,820,245; 5,673,994; 5,649,756; 5,178,448; 5,671,996; 4,646,210; 4,733,336; 4,807,096; 6,042,253; 5,669,698; 7,195,381; 6,971,775 and/or 7,249,860, microphones, such as disclosed in U.S. Pat. Nos. 7,657,052; 6,243,003; 6,278,377 and/or 6,420,975, speakers, antennas, including global positioning system (GPS) or cellular phone antennas, such as disclosed in U.S. Pat. No. 5,971,552, a communication module, such as disclosed in U.S. Pat. No. 5,798,688, a voice recorder, a blind spot detection system, such as disclosed in U.S. Pat. Nos. 7,720,580; 7,038,577; 6,882,287; 5,929,786 and/or 5,786,772, transmitters and/or receivers, such as for a garage door opener or a vehicle door unlocking system or the like (such as a remote keyless entry system), a digital network, such as described in U.S. Pat. No. 5,798,575, a high/low headlamp controller, such as a camera-based headlamp control, such as disclosed in U.S. Pat. Nos. 5,796,094; 5,715,093, a memory mirror system, such as disclosed in U.S. Pat. No. 5,796,176, a hands-free phone attachment, an imaging system or components or circuitry or display thereof, such as an imaging and/or display system of the types described in U.S. Pat. Nos. 7,400,435; 7,526,103; 6,690,268 and/or 6,847,487, and/or U.S. Pat. Pub. No. US-2006-0125919, a video device for internal cabin surveillance (such as for sleep detection or driver drowsiness detection or the like) and/or video telephone function, such as disclosed in U.S. Pat. Nos. 5,760,962; 5,877,897, a remote keyless entry receiver, a seat occupancy detector, a remote starter control, a yaw sensor, a clock, a carbon monoxide detector, status displays, such as displays that display a status of a door of the vehicle, a transmission selection (4wd/2wd or traction control (TCS) or the like), an antilock braking system, a road condition (that may warn the driver of icy road conditions) and/or the like, a trip computer, a tire pressure monitoring system (TPMS) receiver (such as described in U.S. Pat. Nos. 6,124,647; 6,294,989; 6,445,287; 6,472,979; 6,731,205 and/or 7,423,522, and/or an ONSTAR® system, a compass, such as disclosed in U.S. Pat. Nos. 5,924,212; 4,862,594; 4,937,945; 5,131,154; 5,255,442 and/or 5,632,092, and/or any other accessory or circuitry or the like (with all of the above-referenced patents and publications being commonly assigned and being hereby incorporated herein by reference in their entireties). Optionally, the accessory or accessories, such as those described above, may be positioned at or within the mirror casing and/or mirror cap portion or the like, and may be included on or integrated in a printed circuit board positioned within the mirror casing and/or cap portion, such as along a rear surface of the reflective element or elsewhere within a cavity defined by the casing, without affecting the scope of the present invention. The user actuatable inputs and/or touch sensors and/or proximity sensors and displays described above may be actuatable to control and/or adjust the accessories of the mirror assembly/system and/or overhead console and/or accessory module and/or vehicle. The connection or link between the controls and the display screen device and/or the navigation system and/or other systems and accessories of the mirror system may be provided via vehicle electronic or communication systems and the like, and may be connected via various protocols or nodes, such as BLUETOOTH®, SCP, UBP, J1850, CAN J2284, Fire Wire 1394, MOST, LIN, FLEXRAY™, Byte Flight and/or the like, or other vehicle-based or in-vehicle communication links or systems (such as WIFI and/or IRDA) and/or the like, or via VHF or UHF or other wireless transmission formats, depending on the particular application of the mirror/accessory system and the vehicle. Optionally, the connections or links may be provided via various wireless connectivity or links, without affecting the scope of the present invention. Changes and modifications in the specifically described embodiments may be carried out without departing from the principles of the present invention, which is intended to be limited only by the scope of the appended claims as interpreted according to the principles of patent law. | 53,805 |
11858424 | Throughout the drawings, it should be noted that like reference numbers are used to depict the same or similar elements, features, and structures. DETAILED DESCRIPTION The following description with reference to the accompanying drawings is provided to assist in a comprehensive understanding of various embodiments of the disclosure as defined by the claims and their equivalents. It includes various specific details to assist in that understanding but these are to be regarded as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the various embodiments described herein can be made without departing from the scope and spirit of the disclosure. In addition, descriptions of well-known functions and constructions may be omitted for clarity and conciseness. The terms and words used in the following description and claims are not limited to the bibliographical meanings, but, are merely used by the inventor to enable a clear and consistent understanding of the disclosure. Accordingly, it should be apparent to those skilled in the art that the following description of various embodiments of the disclosure is provided for illustration purpose only and not for the purpose of limiting the disclosure as defined by the appended claims and their equivalents. It is to be understood that the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to “a component surface” includes reference to one or more of such surfaces. All terms used herein including technical or scientific terms have the same meaning as those generally understood by those of ordinary skill in the art to which the specification belongs. Throughout the disclosure, when a certain part “includes” a certain component, this indicates that the part may further include another component instead of excluding another component unless there is different disclosure. In addition, terms such as “ . . . unit” and “ . . . module” used in the specification refer to units that perform at least one function or operation, and the units may be implemented as hardware or software or as a combination of hardware and software. The expression “configured to” used in the specification may be exchanged with, for example, “suitable for”, “having the capacity to”, “designed to”, “adapted to”, “made to”, or “capable of” in accordance with circumstances. The term “configured to” does not necessarily indicate only “specifically designed to” in terms of hardware. Instead, in a certain circumstance, the expression “a system configured to” may indicate the system “capable of” together with another device or components. For example, “a processor configured to perform A, B, and C” may indicate an exclusive processor (e.g., an embedded processor) configured to perform a corresponding operation or a generic-purpose processor (e.g., a central processing unit (CPU) or an application processor) capable of performing corresponding operations by executing one or more software programs stored in a memory. FIG.1is a conceptual diagram illustrating an operation of an electronic device including a camera monitoring system (CMS) installed in a vehicle according to an embodiment of the disclosure. Referring toFIG.1, an electronic device1000ofFIG.2may include an external camera1110disposed outside of the vehicle, CMS side displays1310L and1310R, and a center information display (CID)1320. In an embodiment, the external camera1110and the CMS side display1310L and1310R may constitute the CMS. However, components included in the electronic device1000ofFIG.2are not limited to those illustrated inFIG.1. The components of the electronic device1000will be described in detail with reference toFIG.2. The external camera1110may be disposed on each of left and right sides of the outside of the vehicle. The external camera1110may obtain surrounding environment images by capturing surrounding environments of the left, right, and rear of the vehicle in real time. The external camera1110may capture a moving object including at least one of a surrounding vehicle, a two-wheeled vehicle, or a pedestrian located in the surrounding environments of the left, right, and rear of the vehicle. The CMS side displays1310L and1310R may display a surrounding environment image100captured through the external camera1110. The CMS side displays1310L and1310R may include the left CMS side display1310L disposed on the left side of a steering wheel and the right CMS side display1310R disposed on the right side of the steering wheel and disposed adjacent to a passenger seat. However, the CMS side displays1310L and1310R are not limited to the shapes and arrangements shown inFIG.1. Another embodiment of the CMS side display1310of the disclosure will be described in detail with reference toFIGS.5A,5B,5C, and5D. The electronic device1000ofFIG.2may detect a lane change signal of the vehicle, and in response to the detected lane change signal, switch the surrounding environment image100displayed on the CMS side displays1310L and1310R to a top view image110and display the top view image110. The top view image110means an image of a view showing the surrounding environment of the vehicle as looking down from above the vehicle by using a surround view monitoring (SVM) system installed in the vehicle. In yet another embodiment, the electronic device1000may switch the surrounding environment image100displayed on the CMS side displays1310L and1310R to the top view image110in response to the lane change signal, reduce the size of the surrounding environment image100, and overlay and display the reduced surrounding environment image100on the top view image110. In yet another embodiment, the electronic device1000may detect a user input for activating (lighting) a left or right turn signal, by manipulating a turn signal lever2100, and based on the detected user input, switch the surrounding environment image100displayed on the CMS side display1310to the top view image110based on the detected user input, and display the top view image110. The electronic device1000may switch a view of an image displayed on one of the left CMS side display1310L and the right CMS side display1310R based on a direction of the lighted turn signal. For example, when a user input for lighting the left turn signal is received through an input of pressing the turn signal lever2100in a downward direction, the electronic device1000may switch the surrounding environment image100displayed on the left CMS side display1310L to the top view image110, and display the top view image110. For another example, when a user input for lighting the right turn signal is received by manipulating the turn signal lever2100in an upward direction, the electronic device1000may switch the surrounding environment image100displayed on the right CMS side display1310R to the top view image110, and display the top view image110. In yet another embodiment, the electronic device1000may detect a turn signal or a lane change signal based on driving route information of a navigation system, may switch the surrounding environment image100displayed on the CMS side display1310L or1310R to the top view image110based on the detected turn signal or lane change signal, and may display the top view image110. The driving route information of the navigation system may be displayed on the CID1320. The electronic device1000may display a lane change user interface (UI)120indicating information about whether the lane change is possible on the top view image110. In yet another embodiment, the electronic device1000may obtain driving environment information including at least one of a lane, a location of a surrounding vehicle, a relative speed between own vehicle own vehicle and the surrounding vehicle, a distance between own vehicle and the surrounding vehicle, or an expected entry route of the surrounding vehicle from the surrounding environment image100, and may determine a lane change possibility based on the obtained driving environment information. The electronic device1000ofFIG.2may display the lane change UI120determined based on the driving environment information on the CMS side displays1310L and1310R. In yet another embodiment, the lane change UI120may overlay and display a warning mark on the surrounding vehicle of own vehicle or display a warning phrase (e.g., ‘rear collision warning’). The lane change UI120will be described in detail with reference toFIG.7A. In yet another embodiment, the electronic device1000ofFIG.2may output a warning sound when an unexpected situation occurs, such as when a surrounding vehicle suddenly increases the speed or when the surrounding vehicle abruptly changes lanes while driving. The CMS side display of the related art provides a user experience similar to that of the existing side view mirror configured as a mirror, by displaying only the surrounding environment image100captured by using the external camera1110. In particular, because the CMS side display of the related art displays only the surrounding environment image100captured through a specific field of view (FoV), there was a limit to the FoV that a driver is unable to check with respect to a blind spot which may not be captured by the external camera1110, and there was a problem in that the driver has a difficulty in intuitively judging a situation in the situation that may occur while driving, such as a lane change, a turn, and the like. Accordingly, a conscious and additional action was required for the driver to directly visually check the external environment outside a vehicle window in a situation such as a lane change or a turn, and inconvenience existed. In addition, the existing blind spot monitoring system (BSMS) of the related art merely provides a presence/absence notification function regarding whether there is a surrounding vehicle in a blind spot that may not be checked through a driver's FoV, and is limited for the driver to make a detailed driving judgement in a specific situation. For safe driving, it is necessary to clearly and visually provide information about a change in the surrounding environment while driving. The electronic device1000ofFIG.2of the disclosure may provide a user eXperience (UX) differentiated from the CMS side display of the related art, by detecting a signal indicating that the vehicle intends to change lanes, switching the surrounding environment image100displayed on the CMS side displays1310L and1310R to the top view image110based on the lane change signal, displaying the top view image110, and displaying the lane change UI120indicating information about the lane change possibility on the top view image110. In particular, on the top view image110, the electronic device1000of the disclosure may intuitively provide relevant information to the driver in a lane change or turn situation and enhancing reliability and stability of driving, by displaying the lane change UI120indicating at least one of a lane, a location of the surrounding vehicle, a relative speed between own vehicle and the surrounding vehicle, a distance between own vehicle and the surrounding vehicle, or an expected entry route of the surrounding vehicle. In addition, when the vehicle is driven in an autonomous driving mode by using a pre-mounted autonomous driving system, the electronic device1000ofFIG.2of the disclosure may allow the driver to predict the judgment and driving method of the vehicle, by displaying the lane change UI120including a UI regarding an expected entry route of own vehicle and surrounding vehicle on the CMS side displays1310L and1310R, and accordingly, secure reliability for autonomous driving. FIG.2is a block diagram illustrating a configuration of an electronic device according to an embodiment of the disclosure. In an embodiment of the disclosure, an electronic device1000may be a device installed in a vehicle and controls a CMS. Referring toFIG.2, the electronic device1000may include a camera1100, an external sensor1200, a display1300, a processor1400, a memory1500, a transceiver1600, and a user input unit1700. The camera1100, the external sensor1200, the display1300, the processor1400, the memory1500, the transceiver1600, and the user input unit1700may be electrically and/or physically connected to each other. Components illustrated inFIG.2are only according to another embodiment of the disclosure, and the components included in the electronic device1000are not limited to those illustrated inFIG.2. The electronic device1000may not include some of the components illustrated inFIG.2, and may further include components which are not illustrated inFIG.2. The camera1100may include an external camera1110and an internal camera1120. The camera1100may include an image sensor, such as a complementary metal-oxide semiconductor (CMOS), charge-coupled device (CCD), or active pixel sensor, and a lens such as at least one of a linear lens, a concave lens, a convex lens, a wide angle lens, or a fish eye lens. The camera1100may be analog or digital. In yet another embodiment, the camera1100may include an infrared illumination output device. The external camera1110may be disposed on left and right sides of the outside of the vehicle. However, the disclosure is not limited thereto, and the external camera1110may be disposed not only on the left and right sides of the vehicle, but also on the front and rear surfaces of the vehicle. An arrangement of the external camera1110will be described in detail with reference toFIG.4. The external camera1110may be configured as a CMS view camera that captures a moving object including at least one of a surrounding vehicle, a two-wheeled vehicle, or a pedestrian located in a surrounding environment on the left and right sides and rear of the vehicle. The external camera1110may obtain a surrounding environment image, by capturing a surrounding environment image in real time, and may provide the obtained surrounding environment image to the processor1400. In yet another embodiment, the external camera1110may be configured as a fish eye lens camera. The fish eye lens camera means a camera equipped with a wide-angle lens of a capturing angle equal to or greater than 180°. Because the surrounding environment image captured by using the fish eye lens camera may have a distortion, the processor1400may correct the surrounding environment image obtained from the external camera1110to generate a wide image, and may control the surrounding environment image according to a steering angle of the vehicle or the speed of the vehicle to display the surrounding environment image on the CMS side display1310. The external camera1110may be configured as the fish eye lens camera, thereby capturing a blind spot surrounding the vehicle and obtaining a surrounding environment image regarding the blind spot. The ‘blind spot’ means at least one region that a driver is unable to see because a driver's field of view is blocked by a structure of the vehicle. However, the external camera1110is not limited to the fish eye lens camera. The internal camera1120may capture an occupant in the vehicle and obtain an image of the occupant in real time. In an embodiment, the internal camera1120may capture a driver's face or a passenger's face in a passenger seat, obtain an occupant image regarding the driver's face or the passenger's face, and provide the obtained occupant image to the processor1400. In yet another embodiment, the internal camera1120may be disposed on a specific region of the vehicle, for example, on an upper end of a dashboard, a room mirror, or a cluster. However, a location at which the internal camera1120is disposed is not limited to the above-described example. In yet another embodiment, the internal camera1120may include an eye tracking sensor that captures occupant's pupils including the driver or the passenger in the passenger seat, and detects a movement of the pupils. In order for the internal camera1120to track the location and gaze of the occupant's pupils, an image analysis method or a contact lens method may be used. The image analysis method is an analysis technology that detects the movement of the occupant's pupils through analysis of the occupant image obtained in real time, and calculates a direction of the gaze with respect to a fixed location reflected on the cornea, and the contact lens method is an analysis technology that uses light reflected by a contact lens with an embedded mirror or a magnetic field of a contact lens embedded in a coil. The internal camera1120may obtain the occupant image and sense the direction of the gaze of the occupant. However, the technology used by the internal camera1120of the disclosure to sense the direction of the gaze of the occupant is not limited to the above-described technologies. In an embodiment, the internal camera1120may include an infrared (IR) sensor, and may use the IR sensor to track the location of the occupant's pupils and sense the direction of the gaze. The external sensor1200may include a radar sensor1210and an ultrasonic sensor1220. The radar sensor1210and the ultrasonic sensor1220may be disposed on the front and rear surfaces of the vehicle, respectively. The arrangement of the radar sensor1210and the ultrasonic sensor1220will be described in detail with reference toFIG.4. The radar sensor1210may generate an electromagnetic wave in a radio wave or microwave spectrum in order to detect a moving object around the vehicle, for example, a surrounding vehicle, a two-wheeled vehicle, a pedestrian, etc., and may include a transmission antenna that radiates the electromagnetic wave and a reception antenna that receives the electromagnetic wave. The transmission antenna may radiate the radio wave (pulsed or continuous), receive the radio wave reflected from the moving object by using the reception antenna, and provide information about at least one of the location, speed, or angle of the moving object to the processor1400. The radar sensor1210may communicate with the processor1400using a wired, wireless, or waveguide method. In yet another embodiment, the radar sensor1210may include a lidar that uses ultraviolet, visible, or near-infrared light of a laser. The ultrasonic sensor1220may include at least one transducer that converts an electric signal into an ultrasonic signal and converts an ultrasonic echo signal reflected from the moving object into an electric signal. The ultrasonic sensor1220may transmit an ultrasonic signal to a moving object, including a surrounding vehicle, a two-wheeled vehicle, or a pedestrian, located around the vehicle, and may receive an ultrasonic echo signal reflected from the moving object. The ultrasonic sensor1220may provide the received ultrasonic echo signal to the processor1400. The processor1400may obtain information about a location of the moving object and a distance between the moving object and own vehicle, by analyzing the ultrasonic echo signal. In an embodiment, the processor1400may use a method of measuring a time interval between a time at which an ultrasound wave is transmitted and a time at which the ultrasound echo signal is received, in order to measure the distance to the moving object, but is not limited thereto. The display1300may include the CMS side display1310and the CID1320. The display1300may be configured as a physical device including at least one of, for example, a liquid crystal display (LCD) display, a plasma display panel (PDP) display, an organic light emitting diode (OLED) display, a field emission display (FED), a light emitting diode (LED) display, a vacuum fluorescent display (VFD), a digital light processing (DLP) display, a flat panel display, a 3D display, or a transparent display, but is not limited thereto. In yet another embodiment, the display1300may be configured as a touch screen including a touch panel1710that detects a touch input of a user (e.g., a driver or a passenger). The CMS side display1310may display a surrounding environment image captured through the external camera1110. In yet another embodiment, the CMS side display1310may display a top view image which is an image showing the surrounding environment of the vehicle as looking down from above the vehicle by using a SVM system installed in the vehicle. The top view image may be a surround view image showing locations of own vehicle and the surrounding vehicle in a virtual image. The external camera1110and the CMS side display1310may constitute a CMS. However, the disclosure is not limited thereto, and the CMS may include at least one component of the electronic device1000. The CMS side display1310may include the left CMS side display1310L (seeFIG.1) disposed on the left side of a steering wheel and the right CMS side display1310R (seeFIG.1) disposed on the right side of the steering wheel and disposed adjacent to the passenger seat, but is not limited thereto. In yet another embodiment, the CMS side display1310may be included in a cluster display of the vehicle, or may be combined with the CID1320. Another embodiment of the CMS side display1310of the disclosure will be described in detail with reference toFIGS.5A to5D. The CID1320may display a direction navigation to a destination or display vehicle-related information. In yet another embodiment, the CID1320may display image content, such as a movie, a game, etc. The CID1320may be disposed between a driver seat and a passenger seat on a dashboard of the vehicle. In yet another embodiment, the CID1320may display the top view image under the control of the processor1400. An embodiment in which the top view image is displayed on the CID1320will be described in detail with reference toFIGS.13,14A, and14B. The processor1400may execute one or more instructions of a program stored in the memory1500. The processor1400may be configured as a hardware component that performs arithmetic, logic, input/output operations and signal processing. The processor1400may be configured as at least one of, for example, a central processing unit, a microprocessor, a graphic processing unit, Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processors (DSPDs), Signal Processing Devices, Programmable Logic Devices (PLDs), or Field Programmable Gate Arrays (FPGAs), but is not limited thereto. The memory1500may include, for example, a flash memory type memory, a hard disk type memory, a multimedia card micro type memory, a card type memory (e.g., SD or XD memory, etc.), non-volatile memory including at least one of read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), or programmable read-only memory (PROM), and volatile memory such as random access memory (RANI) or static random access memory (SRAM). The memory1500may store instructions, data structures, and program codes readable by the processor1400. In the following embodiment, the processor1400may be implemented by executing instructions or codes of a program stored in the memory1500. For example, program command codes that detect a lane change signal of the vehicle, in response to the detected lane change signal, switch a surrounding environment image displayed on the CMS side display1310to a top view image, display the top view image, and display a lane change UI indicating information about whether a lane change is possible on the top view image may be stored in the memory1500. In yet another embodiment, the processor1400may use a configuration implemented as hardware and software included in at least one of a BSMS, a SVM, or a lane departure warning system (LDWS) installed in the vehicle. In yet another embodiment, the processor1400and the memory1500may constitute a control unit. The processor1400may detect the lane change signal of the vehicle, in response to the detected lane change signal, switch the surrounding environment image displayed on the CMS side display1310to the top view image, display the top view image, and display the lane change UI indicating the information about whether the lane change is possible on the top view image. In yet another embodiment, the processor1400may detect a user input for activating (lighting) a turn signal, by manipulating the turn signal lever2100(seeFIG.1) of the vehicle, and based on the detected user input, and switch the surrounding environment image displayed on the CMS side display1310to the top view image based on the user input. The processor1400may obtain activation (lighting) information of the turn signal according to a user input for manipulating the turn signal lever2100from a vehicle sensor module2000through the transceiver1600. In an embodiment, the processor1400may switch a view of an image displayed on any one of the CMS side display1310L (seeFIG.1) disposed on the left and the CMS side display1310R (seeFIG.1) disposed on the right based on a direction of the activated turn signal. For example, when a user input for lighting the left turn signal is received through an input of pressing the turn signal lever2100in a downward direction, the processor1400may receive activation information of the left turn signal from the transceiver1600, switch the surrounding environment image displayed on the left CMS side display1310L to the top view image, and display the top view image. For another example, when a user input for lighting the right turn signal is received by manipulating the turn signal lever2100in an upward direction, the processor1400may receive activation information of the right turn signal from the transceiver1600, may switch the surrounding environment image displayed on the right CMS side display1310R to the top view image, and may display the top view image. In yet another embodiment, the processor1400may detect a turn signal or a lane change signal based on route information of a navigation system installed in the vehicle, switch the surrounding environment image displayed on the CMS side display1310to the top view image based on the detected turn signal or lane change signal, and display the top view image. When the vehicle is driven in an autonomous driving mode, the processor1400may obtain driving information such as a steering angle, a speed, and the like, from the vehicle sensor module2000, and switch the view of the image displayed on the CMS side display1310based on the obtained driving information and the route information of the navigation system. For example, the processor1400may detect a situation in which the vehicle turns at a crossroad using the route information of the navigation system, and in a case in which change information of the steering angle is obtained from the vehicle sensor module2000in the situation, switch a surrounding environment image displayed on the CMS side display1310to a top view image. In yet another embodiment, the processor1400may switch the surrounding environment image displayed on the CMS side display1310to the top view image in response to the lane change signal, reduce a frame size of the surrounding environment image, and overlay the surrounding environment image on the top view image. The processor1400may control the CMS side display1310to display the surrounding environment image overlaid on the top view image. In yet another embodiment, the processor1400may use the surrounding environment image to obtain driving environment information including at least one of a lane, locations of own vehicle and the surrounding vehicle, a relative speed between own vehicle and the surrounding vehicle, a distance between own vehicle and the surrounding vehicle, or an expected entry route of the surrounding vehicle. The processor1400may detect the lane and the surrounding vehicle from the surrounding environment image, and may obtain location information about the surrounding vehicle, by analyzing the surrounding environment image obtained through the external camera1110. In yet another embodiment, the processor1400may detect the surrounding vehicle moving around own vehicle, by analyzing a plurality of image frames included in a surrounding environment image obtained from the external camera1110in real time. The processor1400may detect the surrounding vehicle from the surrounding environment image using, for example, image processing technology or machine learning including a deep neural network. The processor1400may track the location of the surrounding vehicle detected from the surrounding environment image and update location information about the surrounding vehicle in real time. In yet another embodiment, the processor1400may predict the expected entry route of the surrounding vehicle using the location information about the surrounding vehicle detected in each of the plurality of frames included in the surrounding environment image. In yet another embodiment, the processor1400may obtain information about the location of the surrounding vehicle, the distance between own vehicle and the surrounding vehicle, and the relative speed between own vehicle and the surrounding vehicle, by tracking the location of the surrounding vehicle using not only the surrounding environment image but also the radar sensor1210and the ultrasonic sensor1220. A method, performed by the processor1400, of obtaining information such as the location, the speed, and the expected entry route of the surrounding vehicle by using the surrounding environment image and the radar sensor1210and the ultrasonic sensor1220is an example and is not limited thereto. The processor1400may determine a lane change possibility with respect to a lane to be entered based on the driving environment information including at least one of the obtained locations of own vehicle and the surrounding vehicle, relative speed between own vehicle and the surrounding vehicle, distance between own vehicle and the surrounding vehicle, or expected entry route of the surrounding vehicle. The processor1400may display the lane change UI indicating the information about whether the lane change is possible on the top view image displayed on the CMS side display1310. A specific embodiment of the lane change UI will be described in detail with reference toFIGS.7A,7B, and7C. In yet another embodiment, the processor1400may detect a lane departure that the vehicle departs from a first lane on which the vehicle is currently driving and enters a second lane which is the lane to be entered by a preset range, and in response to the detected lane departure, may control the CMS side display1310to display only the top view image on the CMS side display1310. When the top view image and the surrounding environment image overlaid on the top view image are displayed on the CMS side display1310together, the lane departure is detected, and therefore, the processor1400may control the CMS side display1310to display only the top view image excluding the surrounding environment image. An embodiment in which the lane departure is detected, and therefore, the view of the image displayed on the CMS side display1310is switched will be described in detail with reference toFIG.10. In yet another embodiment, the processor1400may obtain location information about the occupant including at least one of a head location of the occupant, a head rotation direction, or a gaze direction from the occupant image obtained through the internal camera1120, measure a distance between the occupant and the CMS side display1310based on the location information about the occupant, and zoom in or out a FoV of the top view image based on the measured distance. In yet another embodiment, the processor1400may recognize a driver's face or a passenger's face in the passenger seat from the occupant image, and may extract main feature points, such as eyes, nose, mouth, and the like, from the recognized face. In this case, the processor1400may use a well-known image processing technology or a machine learning-based image analysis technology using a deep neural network, but is not limited thereto. The processor1400may obtain three-dimensional (3D) location coordinate values of the extracted main feature points, and may obtain the occupant location information including at least one of the head location of the occupant, the head rotation direction, or the gaze direction using the obtained the 3D location coordinate values. The processor1400may measure a distance between the occupant's face and the CMS side display1310using the 3D location coordinate values of the main feature points extracted from the occupant image and a location coordinate value of the CMS side display1310. The processor1400may zoom in or out the FoV of the top view image displayed on the CMS side display1310based on the measured distance. Another embodiment in which the processor1400adjusts the FoV of the top view image based on the distance between the occupant's face and the CMS side display1310will be described in detail with reference toFIGS.11A and11B. In yet another embodiment, the processor1400may receive a hand gesture including at least one of a pinch in or out or a palm swipe of the occupant from a hand gesture input unit1720and zoom in or out the FoV of the top view image displayed on the CMS side display1310based on the hand gesture. Another embodiment in which the hand gesture is detected, and therefore, the FoV of the top view image displayed on the CMS side display1310is adjusted will be described in detail with reference toFIG.12. In yet another embodiment, the processor1400may detect a direction of a turn signal lighted by a driver input, and display the top view image on the CID1320based on the detected direction of the turn signal. Another embodiment in which the top view image is displayed on the CID1320will be described in detail with reference toFIGS.14A and14B. The transceiver1600may perform data communication between the electronic device1000and the vehicle sensor module2000mounted on the vehicle. In an embodiment, the electronic device1000may communicate with the vehicle sensor module2000according to a controller area network (CAN). In yet another embodiment, the transceiver1600may receive at least one of activation of the turn signal, information about a direction of the activated turn signal, speed sensing information, steering angle information of the vehicle, pedal sensing information, or gear lever sensing information from the vehicle sensor module2000, by performing CAN communication. The vehicle sensor module2000will be described in detail with reference toFIG.3. The user input unit1700may include the touch panel1710and the hand gesture input unit1720. The touch panel1710may be combined with the display1300to provide a touch screen. For example, the touch screen may include an integrated module in which the touch panel1710is combined with the CID1320in a stack structure. For another example, the touch panel1710may be combined with the CMS side display1310in the stack structure, and the CMS side display1310may be implemented as the touch screen. When the CMS side display1310or the CID1320is implemented as the touch screen, the touch panel1710may receive a user touch input and display a graphical user interface (GUI). The touch panel1710may sense the user touch input and output a touch event value corresponding to the sensed touch input. The touch panel1710may be implemented as various types of touch sensors, such as a capacitive type touch sensor, a pressure sensitive type touch sensor, a piezoelectric type touch sensor, and the like. The hand gesture input unit1720may detect at least one of the pinch in or out or a palm swipe of the vehicle occupant. FIG.3is a block diagram illustrating a configuration of the vehicle sensor module according to an embodiment of the disclosure. Referring toFIG.3, a vehicle sensor module2000may be mounted on a vehicle, sense a manipulation of a turn signal, a speed, a steering angle, a pedal, and a gear lever of the vehicle, and the like, obtain information related to driving of the vehicle, and provide information related to driving to the electronic device1000. The vehicle sensor module2000may transmit the information related to driving of the vehicle to the electronic device1000through the transceiver1600of the electronic device1000. The vehicle sensor module2000may perform CAN communication with the electronic device1000. The vehicle sensor module2000is a separate component from the electronic device1000. However, the disclosure is not limited thereto, and at least one component included in the vehicle sensor module2000may be included in the electronic device1000. The vehicle sensor module2000may include a turn signal sensor2010, a speed sensor2020, a steering angle sensor2030, a pedal sensor2040, and a gear lever sensor2050. The turn signal sensor2010may sense whether the turn signal is activated by a driver's manipulation. The turn signal sensor2010may sense a direction of the lighted the turn signal, and transmit information about the sensed lighted direction of the turn signal to the electronic device1000. For example, the turn signal sensor2010may obtain information regarding which turn signal is lighted among a left direction turn signal and a right direction turn signal. The speed sensor2020may sense a driving speed of the vehicle and may transmit driving speed information to the electronic device1000. The steering angle sensor2030may sense a steering angle of the vehicle by manipulation of a steering wheel and may transmit steering angle information to the electronic device1000. The pedal sensor2040may sense a pressure according to a driver's manipulation of an accelerator pedal or a brake pedal, and may transmit information about the pressure applied to the pedal to the electronic device1000. The gear lever sensor2050may sense manipulation of a transmission gear lever by the driver's manipulation, and may transmit information about the manipulation of the transmission gear lever to the electronic device1000. The electronic device1000may detect driving of the vehicle and a lane change signal, based on at least one of the information about the activation of the turn signal and the lighting direction, the speed information, the steering angle information, the pedal pressure information, or the gear lever manipulation information received from the vehicle sensor module2000. FIG.4is a diagram illustrating each component of a CMS installed in the vehicle according to an embodiment of the disclosure. Referring toFIG.4, the external camera1110, a front camera1112, a rear camera1114, the radar sensor1210, and the ultrasonic sensor1220may be arranged in the vehicle10. The external camera1110may be disposed on left and right sides of the vehicle10. The external camera1110may obtain a surrounding environment image of a moving object including at least one of a surrounding vehicle, a two-wheeled vehicle, or a pedestrian, by capturing surrounding environment of the left and right sides and the rear of the vehicle10. The front camera1112may be disposed on a front part of the vehicle10. In an embodiment, the front camera1112may include a lane camera that captures the front of the vehicle10to obtain image information of a lane. The rear camera1114may be mounted on a rear part of the vehicle10, for example, a trunk, a rear bumper, a rear pillar, or a rear windshield. The rear camera1114may capture the rear of the vehicle10to obtain a rear environment image. In another embodiment, the external camera1110, the front camera1112, and the rear camera1114may constitute a SVM system. The SVM system is a system that provides an image showing a situation of a surrounding 360° space of the vehicle10as looking down from above the vehicle10in real time. The SVM system may correct a distortion of the surrounding environment image captured and input from each of the external camera1110, the front camera1112, and the rear camera1114, and may generate a top view image as looking down from above in the form of a bird's eye view of the surrounding of the vehicle10using a time change and an image synthesis technology. The radar sensor1210may be disposed on the front part of the vehicle10. For example, the radar sensor1210may be mounted on a front grill, a front bumper, or a front lamp of the vehicle10, but is not limited thereto. The radar sensor1210may generate an electromagnetic wave in a radio wave or microwave spectrum to detect a moving object located around the vehicle10, for example, a surrounding vehicle, a two-wheeled vehicle, a pedestrian, and the like, and may include a transmission antenna that radiates the electromagnetic wave and a reception antenna that receives the electromagnetic wave. The transmission antenna may radiate the radio wave (pulsed or continuous), may receive the radio wave reflected from the moving object by using the reception antenna, and may provide information about at least one of the location, speed, or angle of the moving object to the processor1400(seeFIG.2). The ultrasonic sensor1220may be disposed on the front part of the vehicle10. The ultrasonic sensor1220may be mounted on, for example, a front bumper of the vehicle10or a front lamp, but is not limited thereto. The ultrasonic sensor1220may transmit an ultrasonic signal to a moving object, including a surrounding vehicle, a two-wheeled vehicle, or a pedestrian, located in the front and rear of the vehicle10, and may receive an ultrasonic echo signal reflected from the moving object. The ultrasonic sensor1220may provide the received ultrasonic echo signal to the processor1400. FIGS.5A,5B,5C, and5Dare diagrams illustrating an embodiment of CMS side displays according to various embodiments of the disclosure. Referring toFIG.5A, the CMS side displays1310amay be disposed on the left and right sides of a steering wheel inside a vehicle, respectively. The left CMS side display1310amay be disposed adjacent to a driver seat. Referring toFIG.1together, the right CMS side display1310R may be disposed adjacent to a passenger seat. In an embodiment, the CMS side display1310amay be mounted on or included in a dashboard, but is not limited thereto. In an embodiment, the CMS side displays1310amay be mounted on a door trim of the driver seat and a door trim of the passenger seat, respectively. Referring toFIG.5B, the CMS side display1310amay be included in a cluster display1330. The cluster display1330may display vehicle information including at least one of a driving state of the vehicle or operating state information of various devices. The cluster display1330may be included in the dashboard. The cluster display1330may display, for example, at least one of revolutions per minute (RPM) information of an engine, speed information, turn signal activation state information, fuel information, or coolant temperature information. The cluster display1330may include a fuel gauge, a water temperature gauge, an engine thermometer, various warning lamps, etc. indicating the state of the vehicle, in addition to a speedometer that displays a driving speed and a mileage of the vehicle and a clock together, a tachometer that displays the RPM information of the engine, and a tripmeter that displays the mileage. The cluster display1330may be configured as a physical device including at least one of, for example, a liquid crystal display (LCD) display, a plasma display panel (PDP) display, an organic light emitting diode (OLED) display, a field emission display (FED), a light emitting diode (LED) display, a vacuum fluorescent display (VFD), a digital light processing (DLP) display, a flat panel display, a 3D display, or a transparent display, but is not limited thereto. The CMS side display1310bmay be included in a partial region within the cluster display1330. In an embodiment, the CMS side display1310bmay replace a speedometer that displays the driving speed information of the cluster display1330to display at least one of a surrounding environment image or a top view image. In another embodiment, the CMS side display1310bmay replace the tachometer that displays the RPM information of the engine of the cluster display1330to display at least one of the surrounding environment image or the top view image. In an embodiment, when the processor1400(seeFIG.2) receives information indicating that a left turn signal is activated from the turn signal sensor (2010, seeFIG.3) of the vehicle sensor module2000(seeFIG.3), a region of the cluster display1330that displays the speedometer may be replaced with the CMS side display1310b. Similarly, when the processor1400receives information indicating that a right turn signal is activated from the turn signal sensor2010, a region of the cluster display1330that displays the tachometer may be replaced with the CMS side display1310b. Referring toFIG.5C, the CMS side display1310cmay be included on a partial region of the cluster display1330. In an embodiment, the CMS side display1310cmay display at least one of the surrounding environment image or the top view image between the regions of the of the cluster display1330that display the driving speedometer and the tachometer. The description of the cluster display1330is the same as that of the cluster display1330illustrated inFIG.5B, and thus a redundant description thereof is omitted. Referring toFIG.5D, the CMS side display1310dmay be included in a partial region within the CID1320. The CID1320may be disposed between the driver seat and the passenger seat on the dashboard of the vehicle. The CID1320may display a direction navigation to a destination or display a top view image of a surrounding vehicle. In an embodiment, the CMS side display1310dmay display at least one of the surrounding environment image or the top view image on a divided partial region within the CID1320. FIGS.6A and6Bare diagrams illustrating an embodiment in which an electronic device of the disclosure switches a view of an image displayed on the CMS side display when detecting a lane change signal of a vehicle according to various embodiments of the disclosure. Referring toFIG.6A, the CMS side display1310may display the surrounding environment image100obtained by in real time capturing a surrounding environment of the left and right sides and the rear of the vehicle captured through the external camera1110(seeFIGS.1and2). While the CMS side display1310displays the surrounding environment image100, the processor1400(seeFIG.2) of the electronic device1000may detect the lane change signal of the vehicle. When a driver manipulates the turn signal lever2100(seeFIG.1) of the vehicle and activates (lights) a turn signal, the processor1400may detect the lane change signal of the vehicle, by obtaining activation information of the turn signal. In another embodiment, the processor1400may detect the lane change signal including a turn or a lane change based on route information of a navigation system installed in the vehicle. When detecting the lane change signal of the vehicle, the electronic device1000may switch the surrounding environment image100displayed on the CMS side display1310to the top view image110, and display the top view image110on the CMS side display1310. The top view image110is an image obtained using a SVM system installed in the vehicle, and displays locations of own vehicle and the surrounding vehicle detected from the surrounding environment image100in a virtual image. The top view image110may mean an image showing a situation of the surrounding 360° space of own vehicle as looking down from the vehicle. Referring toFIG.6B, when detecting the lane change signal, the electronic device1000may switch the surrounding environment image100displayed on the CMS side display1310to the top view image110, reduce a frame size of the surrounding environment image100, and display the reduced surrounding environment image100by overlaying the reduced surrounding environment image100on the switched top view image110. The processor1400(seeFIG.2) of the electronic device1000may control the CMS side display1310to display the surrounding environment image100overlaid on the top view image110. The embodiment shown inFIG.6Bis the same as the embodiment shown inFIG.6Aexcept for a feature of overlaying and displaying the surrounding environment image100on the top view image110, and thus a redundant description thereof is omitted. FIGS.7A,7B, and7Care diagrams illustrating an embodiment of the top view image and lane change UIs displayed on a CMS side display according to various embodiments of the disclosure. Referring toFIG.7A, the lane change UI120may be displayed on the top view image110. The lane change UI120may include an own vehicle image121, a first surrounding vehicle image122, an expected entry route UI123of a surrounding vehicle, a warning icon124, and a warning phrase125. The processor1400of the electronic device1000may obtain driving environment information including at least one of a lane, locations of own vehicle and the surrounding vehicle, a relative speed between own vehicle and the surrounding vehicle, a distance between own vehicle and the surrounding vehicle, or an expected entry route of the surrounding vehicle, by analyzing the surrounding environment image captured by using the external camera1110(seeFIGS.1and2). In an embodiment, the processor1400may obtain information about the location of the surrounding vehicle, the distance between own vehicle and the surrounding vehicle, and the relative speed between own vehicle and the surrounding vehicle, by tracking the location of the surrounding vehicle using not only the surrounding environment image but also the radar sensor1210(seeFIGS.2and4) and the ultrasonic sensor1220(seeFIGS.2and4). The processor1400may generate the own vehicle image121and the first surrounding vehicle image122based on the obtained locations of own vehicle and the surrounding vehicle, generate the expected entry route UI123indicating an expected entry route of the surrounding vehicle, and display the generated images121and122and entry route UI123on the top view image110. The processor1400may display a warning UI informing that a situation such as a collision may occur when changing lanes on the top view image110, based on the distance between own vehicle and the surrounding vehicle, the relative speed, and the expected entry route of the surrounding vehicle. The warning UI may include the warning icon124and the warning phrase125. Referring toFIG.7B, the lane change UI130may be displayed on the top view image110. The lane change UI130may include an own vehicle image131, an entry route UI132of own vehicle, a first surrounding vehicle image133, an expected entry route UI134of a first surrounding vehicle, a second surrounding vehicle image135, an expected entry route UI136of a second surrounding vehicle, a warning mark137, and a warning phrase138. The embodiment shown inFIG.7Bis the same as the embodiment shown inFIG.7Aexcept that the lane change UI130displayed on the top view image110has a plurality of surrounding vehicles (the first surrounding vehicle and the second surrounding vehicle), and displays an expected entry route of each of the plurality of surrounding vehicles as an UI, and thus, a redundant description thereof is omitted. In the embodiment shown inFIG.7B, the warning mark137and the warning phrase138that warn of the second surrounding vehicle spaced apart from the current vehicle by two lanes may be displayed on the top view image110. The warning phrase138may be, for example, ‘left vehicle warning’. Referring toFIG.7C, the lane change UI140may be displayed on the surrounding environment image100. The lane change UI140may include a lane changeability notification UI141and an acceleration UI142. The lane changeability notification UI141may display information about whether own vehicle may depart from a lane on which own vehicle is currently driving and change to a lane on which the surrounding vehicle is driving, based on the relative speed of own vehicle and the surrounding vehicle and the location between own vehicle and the surrounding vehicle. In an embodiment, the processor1400of the electronic device1000may analyze the surrounding environment image100, may determine a lane change possibility with respect to a lane to be entered based on at least one piece of information of the locations of own vehicle and the surrounding vehicle, the relative speed between own vehicle and the surrounding vehicle, the distance between own vehicle and the surrounding vehicle, or the expected entry route of the surrounding vehicle obtained by using the radar sensor1210(seeFIGS.2and4) and the ultrasonic sensor1220(seeFIGS.2and4), and may generate the lane changeability notification UI141based on a determination result. The processor1400may display the lane changeability notification UI141on the CMS side display. The acceleration UI142is a UI indicating a speed that needs to be accelerated in order to change the current lane to a lane that own vehicle intends to enter. The processor1400may measure the speed at which own vehicle needs to accelerate in order to change the lane to be entered based on the distance between own vehicle and the surrounding vehicle and the relative speed between own vehicle and the surrounding vehicle, and generate the acceleration UI142based on a measurement result. The processor1400may display the acceleration UI142on the CMS side display. In the embodiment illustrated inFIG.7C, the lane changeability notification UI141and the acceleration UI142are illustrated as being displayed on the surrounding environment image100, but are not limited thereto. In an embodiment, the lane changeability notification UI141and the acceleration UI142may be displayed on the top view image110(seeFIGS.7A and7B). In the embodiments shown inFIGS.6A to7C, the CMS side display1310of the disclosure may display the top view image110, and display the lane change UIs120,130, and140indicating at least one of own vehicle, the lane, the location of the surrounding vehicle, the relative speed between own vehicle and the surrounding vehicle, the distance between own vehicle and the surrounding vehicle, or the expected entry route of the surrounding vehicle, thereby intuitively providing related information to a driver in the lane change or turn situation. Accordingly, the CMS side display1310according to an embodiment of the disclosure may improve driving reliability and provide a sense of stability to the driver. FIG.8is a flowchart illustrating a method of operating an electronic device according to an embodiment of the disclosure. Referring toFIG.8, in operation S810, the electronic device1000may obtain a surrounding environment image by using an external camera disposed on the side of a vehicle, and display a first image related to the obtained surrounding environment image. In an embodiment, the external camera may be configured as a CMS view camera that captures a moving object including at least one of a surrounding vehicle, a two-wheeled vehicle, or a pedestrian located in the surrounding environments of the left, right, and rear of the vehicle. The external camera may obtain the surrounding environment image by capturing the surrounding environment image in real time, and may provide the obtained surrounding environment image to the processor1400(seeFIG.2). In an embodiment, the processor1400may display the surrounding environment image on the CMS side display1310(seeFIG.2). In operation S820, the electronic device1000detects a lane change signal of the vehicle. In another embodiment, the electronic device1000may detect a user input for lighting a turn signal by manipulating a turn signal lever of the vehicle. In yet another embodiment, the processor1400may obtain activation (lighting) information of the turn signal according to a user input for manipulating the turn signal lever2100(seeFIG.3) from the vehicle sensor module2000(seeFIG.3), and may detect the user input for lighting the turn signal based on the activation information of the turn signal. In yet another embodiment, the processor1400may obtain information about a direction of the activated turn signal (e.g., activation of the left turn signal or activation of the right indicator) from the vehicle sensor module2000. In yet another embodiment, the electronic device1000may detect a turn or a lane change based on driving route information of a navigation system of the vehicle. In yet another embodiment, when the vehicle is driven in an autonomous driving mode, the processor1400may obtain driving information such as a steering angle, a speed, and the like, from the vehicle sensor module2000, and may detect a turn signal or a lane change signal based on the obtained driving information. For example, the processor1400may detect a situation in which the vehicle turns at a crossroad using route information of the navigation system. In yet another embodiment, the processor1400may obtain information about a steering angle change of the vehicle from the vehicle sensor module2000and may detect the turn signal or the lane change signal based on the obtained information about the steering angle change. In operation S830, in response to the lane change signal, the electronic device1000may switch a first image to a second image that is a top view image that displays a surrounding vehicle and own vehicle in a virtual image and display the second image. In yet another embodiment, when the lane change signal is detected, the electronic device1000may switch the first image that is the surrounding environment image to the second image that is the top view image, and may display the switched second image on the CMS side display1310(seeFIGS.1and2). The second image is a top view image showing own vehicle and the surrounding vehicle in the virtual image as looking down from above in the form of a bird's eye view. The processor1400may capture a situation of a surrounding 360° space of the vehicle by using a SVM system installed in the vehicle, correct a distortion of a captured image, and may generate the top view image using a time change and an image synthesis technology. According to yet another embodiment, the electronic device1000may switch a view of an image displayed on any one of the CMS side display1310L (seeFIG.1) disposed on the left and the CMS side display1310R (seeFIG.1) disposed on the right based on the direction of the activated turn signal. For example, when a user input for lighting a left turn signal is received through an input of pressing the turn signal lever2100(seeFIG.1) in a downward direction, the processor1400may switch the surrounding environment image displayed on the left CMS side display1310L to the top view image, and may display the top view image. For another example, when a user input for lighting a right turn signal is received by manipulating the turn signal lever2100in an upward direction, the processor1400may switch the surrounding environment image displayed on the right CMS side display1310R to the top view image, and may display the top view image. In an embodiment, the processor1400may switch the surrounding environment image displayed on the CMS side display1310to the top view image in response to the lane change signal, may reduce a frame size of the surrounding environment image, and may overlay the surrounding environment image on the top view image. The processor1400may control the CMS side display1310to display the surrounding environment image overlaid on the top view image. In operation S840, the electronic device1000may display a lane change UI indicating information about whether the lane change is possible on the second image. In yet another embodiment, the electronic device1000may obtain driving environment information including at least one of a lane, locations of own vehicle and the surrounding vehicle, a relative speed between own vehicle and the surrounding vehicle, a distance between own vehicle and the surrounding vehicle, or an expected entry route of the surrounding vehicle, by analyzing the surrounding environment image. In an embodiment, the processor1400may obtain information about the location of the surrounding vehicle, the distance between own vehicle and the surrounding vehicle, and the relative speed between own vehicle and the surrounding vehicle, by tracking the location of the surrounding vehicle using not only the surrounding environment image but also the radar sensor1210(seeFIGS.2and4) and the ultrasonic sensor1220(seeFIGS.2and4). The processor1400may display the lane change UI indicating the information about whether the lane change is possible on the CMS side display1310(seeFIGS.1and2) based on the obtained driving environment information. In yet another embodiment, the lane change UI may be displayed on the top view image displayed on the CMS side display1310. However, the disclosure is not limited thereto, and the lane change UI may be displayed on the surrounding environment image. For the lane change UI, reference is made to the descriptions of the lane change UIs120,130, and140respectively illustrated inFIGS.7A to7C. FIG.9is a flowchart illustrating a method of operating an electronic device according to an embodiment of the disclosure. The embodiment shown inFIG.9relates to operations additionally performed between operations S820and S840shown inFIG.8. Operation S910is performed is performed after operation S820ofFIG.8is performed. Referring toFIG.9, in operation S910, the electronic device1000may detect a surrounding vehicle from a surrounding environment image. The electronic device1000may detect a lane and the surrounding vehicle from the surrounding environment image, and obtain location information about the surrounding vehicle, by analyzing the surrounding environment image obtained through using the external camera1110(seeFIGS.1and2). In an embodiment, the processor1400(refer toFIG.2) of the electronic device1000may detect the surrounding vehicle moving in the surrounding of own vehicle by analyzing a plurality of image frames included in the surrounding environment image. The processor1400may detect the surrounding vehicle from the surrounding environment image using, for example, image processing or machine learning including a deep neural network. In operation S920, the electronic device1000may measure a distance between the surrounding vehicle and own vehicle by using at least one of an external radar sensor or an ultrasonic sensor. In another embodiment, the processor1400may obtain information about a location of the surrounding vehicle and the distance between own vehicle and the surrounding vehicle, by transmitting an electromagnetic wave to the surrounding vehicle by using the radar sensor1210(seeFIGS.2and4) mounted outside a vehicle, and receiving the electromagnetic wave reflected from the surrounding vehicle. In yet another embodiment, the processor1400may obtain information about the location of the surrounding vehicle and the distance between own vehicle and the surrounding vehicle, by transmitting an ultrasonic signal to the surrounding vehicle using the ultrasonic sensor1220(seeFIGS.2and4) mounted outside the vehicle, receiving an ultrasonic echo signal reflected from the surrounding vehicle, and analyzing the received ultrasonic echo signal. In operation S930, the electronic device1000may determine whether the measured distance is equal to or less than a preset threshold value. When the measured distance between own vehicle and the surrounding vehicle is equal to or less than the threshold value (operation S940), the electronic device1000may determine whether an expected entry route of the surrounding vehicle is the same as an entry route of own vehicle. In yet another embodiment, the processor1400may track the location of the surrounding vehicle detected from the surrounding environment image, and may update location information about the surrounding vehicle in real time. In yet another embodiment, the processor1400may predict the expected entry route of the surrounding vehicle using the location information about the surrounding vehicle detected from each of the plurality of frames included in the surrounding environment image. The processor1400may determine whether the expected entry route of the surrounding vehicle is the same as the entry route of own vehicle. When it is determined that the expected entry route of the surrounding vehicle is the same as the entry route of own vehicle (operation S950), the electronic device1000may switch the surrounding environment image to a top view image and may display the top view image. The processor1400may switch the surrounding environment image displayed on the CMS side display1310(seeFIGS.1and2) to the top view image, and may display the top view image on the CMS side display1310. When it is determined that the expected entry route of the surrounding vehicle is not the same as the entry route of own vehicle (operation S980), the electronic device1000may display the surrounding environment image on the CMS side display1310. In operation S980, a view of the surrounding environment image displayed on the CMS side display1310from operation S810ofFIG.8may be continuously maintained. When the measured distance between own vehicle and the surrounding vehicle exceeds the threshold value (operation S960), the electronic device1000may measure a speed of the surrounding vehicle on a lane to be entered. In yet another embodiment, the processor1400may measure the speed of the surrounding vehicle, by detecting the surrounding vehicle detected from the plurality of frames of the surrounding environment image and calculating a degree of movement of the surrounding vehicle in each of the plurality of frames. In yet another embodiment, the processor1400may measure the speed of the surrounding vehicle, by calculating a distance change between the surrounding vehicle and own vehicle in real time by using at least one of the external radar sensor1210or the ultrasonic sensor1220. In operation S970, the electronic device1000may determine whether the measured speed of the surrounding vehicle exceeds the speed of own vehicle. When it is determined that the measured speed of the surrounding vehicle exceeds the speed of own vehicle, the electronic device1000may determine whether the expected entry route of the surrounding vehicle is the same as the entry route of own vehicle (operation S940). When it is determined that the measured speed of the surrounding vehicle is less than or equal to the speed of own vehicle, the electronic device1000may switch the surrounding environment image displayed on the CMS side display1310to the top view image and displays the top view image (operation S950). FIG.10is a diagram illustrating an embodiment in which an electronic device of the disclosure detects a situation including a lane change signal and a lane departure of a10and switches a view of an image displayed on a CMS side display based on the detected situation according to an embodiment of the disclosure. Referring toFIG.10, the electronic device1000may change the view of the image displayed on the CMS side display1310two times. The CMS side display1310may display a first image that is the surrounding environment image100obtained by capturing the surrounding of the vehicle10by using the external camera1110(seeFIGS.1and2). When detecting a lane change signal in operation S1010, the electronic device1000may switch the first image displayed on the CMS side display1310to a second image and may display the second image. In an embodiment, the electronic device1000may detect the lane change signal of the vehicle10, by detecting a user input for manipulating the turn signal lever2100. In another embodiment, the electronic device1000may detect the lane change signal including a turn or a lane change based on route information of a navigation system installed in the vehicle10. The second image may include the top view image110and the surrounding environment image100. In the second image, the surrounding environment image100may be overlaid on the top view image110. In an embodiment, the electronic device1000may reduce a frame size of the surrounding environment image100displayed on the CMS side display1310, may overlay and may display the reduced surrounding environment image100on the top view image110. In operation S1020, the electronic device1000may detect a lane departure of the vehicle10. In an embodiment, the electronic device1000may detect a lane from an image by analyzing the image captured by using the front camera1112disposed on the front part of the vehicle10, the rear camera1114disposed on the rear part of the vehicle10, and the external camera1110disposed on the left and right parts of the vehicle10. The electronic device1000may detect whether the vehicle10departs from a first lane on which the vehicle10is currently driving and enters a second lane which is a lane to be entered by a preset range. For example, the electronic device1000may detect that the vehicle10has departed from the lane when the vehicle10enters the second lane which is the lane to be entered, by α % or more of a total width 1 of the vehicle. For example, α % may be 40%, but is not limited thereto. When the lane departure is detected in operation S1020, the electronic device1000may switch the second image displayed on the CMS side display1310to a third image and display the third image. The third image is an image including only the top view image110excluding the surrounding environment image100overlaid on the second image. In the embodiment shown inFIG.10, when the lane change signal is detected, the electronic device1000of the disclosure may display the second image displaying the top view image110and the surrounding environment image100together on the CMS side display1310, but when the vehicle10departs from the first lane on which the vehicle10is actually driving, the electronic device1000of the disclosure may switch the second image to the third image including only the top view image110and display the third image. Even when a driver manipulates the turn signal lever2100to light a left or right turn signal, because the vehicle actually continues to drive in the first lane on which the vehicle is actually driving, a probability of an accident such as a collision with the surrounding vehicle may be relatively low. In this case, the electronic device1000may provide both the top view image110and the surrounding environment image100. However, when the vehicle10departs from the first lane while driving, because the driver has a high probability of looking ahead and the risk of an accident is relatively increased, the electronic device1000may display only the top view image110that specifically displays a location relationship with the surrounding vehicle on the CMS side display1310. The electronic device1000of the disclosure may detect each situation of the lane change signal or the lane departure, and switch the view of the image displayed on the CMS side display1310according to the detected situation, thereby improving reliability and enhancing stability. FIGS.11A and11Bare diagrams illustrating an embodiment in which an electronic device of the disclosure changes a FoV of an image displayed on a CMS side display based on a distance change between the CMS side display and a driver according to various embodiments of the disclosure. Referring toFIG.11A, the electronic device1000may obtain an occupant image by capturing at least one of a driver or a passenger in a passenger seat by using the internal camera1120. The internal camera1120may be disposed, for example, on an upper end of a dashboard, a room mirror, or a cluster inside a vehicle. However, a location at which the internal camera1120is disposed is not limited to the above-described example. The internal camera1120may capture an occupant's face to obtain the occupant image, and provide the obtained occupant image to the processor1400(seeFIG.2). The processor1400may obtain location information about the occupant including at least one of a head location of the occupant, a head rotation direction, or a gaze direction from the occupant image obtained from the internal camera1120. In an embodiment, the processor1400may detect a driver's face or a passenger's face in the passenger seat from the occupant image, and extract main feature points, such as eyes, nose, mouth, etc., from the detected face. In this case, the processor1400may use a well-known image processing technology or a machine learning-based image analysis technology using a deep neural network. For example, the processor1400may extract the main feature points of the occupant's face from the occupant image, by performing training using a well-known neural network model, such as an image-based Convolution Neural Network (CNN) or a Recurrent Neural Network (RNN). However, the disclosure is not limited thereto, and the processor1400may use all the known feature point extraction technologies. The processor1400may obtain 3D location coordinate values of the extracted main feature points, and obtain the occupant location information including at least one of the head location of the occupant or the head rotation direction using the obtained the 3D location coordinate values. In an embodiment, the internal camera1120may include an eye tracking sensor that tracks the gaze of the occupant by capturing occupant's pupils including the driver or the passenger in the passenger seat, and detecting a movement of the pupils. The processor1400may obtain information about the gaze direction of the occupant from the eye tracking sensor included in the internal camera1120. The electronic device1000may measure a distance between the occupant's face and the CMS side display1310using the 3D location coordinate values of the main feature points extracted from the occupant image and a location coordinate value of the CMS side display1310. In the embodiment shown inFIG.11A, the electronic device1000may measure a first distance d1between the occupant's face and the CMS side display1310. The electronic device1000may adjust the FoV of the top view image110displayed on the CMS side display1310based on the measured distance between the occupant's face and the CMS side display1310. In the embodiment shown inFIG.11A, when the distance between the occupant's face and the CMS side display1310is the first distance d1, the FoV of the top view image110may include only the own vehicle image121and the first surrounding vehicle image122. Referring toFIG.11B, the occupant (e.g., a driver) may approach the occupant's face in a direction adjacent to the CMS side display1310so as to take a closer look at the CMS side display1310. In this case, the internal camera1120may capture the occupant's face in real time, and provide the occupant image obtained through capturing to the processor1400. The processor1400may extract the main feature points of the occupant's face by analyzing the occupant image, obtain the 3D location coordinate values of the extracted main feature points, and measure the changed distance between the occupant's face and the CMS side display1310using the obtained 3D location coordinate values of the main feature points and the location coordinate value of the CMS side display1310. In the embodiment shown inFIG.11B, the distance between a driver's face and the CMS side display1310may be measured as a second distance d2. A value of the second distance d2may be smaller than the first distance d1(seeFIG.11A). The electronic device1000may zoom in or out the FoV of a top view image112based on a change in the distance value between the occupant's face and the CMS side display1310. In the embodiment shown inFIG.11B, when the distance between the driver's face and the CMS side display1310is the second distance d2, the top view image112displayed on the CMS side display1310may display not only the own vehicle image121and the first surrounding vehicle image122but also a second surrounding vehicle image126. Referring toFIG.11Atogether, when the distance between the occupant (driver)'s face and the CMS side display1310is changed from the first distance d1to the second distance d2, that is, when the occupant (driver) moves the face adjacent to the CMS side display1310so as to take a closer look at the CMS side display1310, the electronic device1000may zoom out the top view image112displayed on the CMS side display1310. The top view image112shown inFIG.11Bis a zoomed-out image compared to the top view image110shown inFIG.11A, and therefore, the own vehicle image121and the first surrounding vehicle image122may be displayed on the top view image112in a smaller scale than that shown inFIG.11A. In the opposite embodiment, that is, when the occupant (driver) moves the face from the CMS side display1310to a headrest direction of a vehicle seat, the distance between the occupant (driver)'s face and the CMS side display1310may be greater than the second distance d2, and the electronic device1000may zoom in the top view image112. FIG.12is a diagram illustrating an embodiment in which an electronic device of the disclosure changes a FoV of an image displayed on a CMS side display based on a hand gesture of an occupant in a vehicle according to an embodiment of the disclosure. Referring toFIG.12, the top view image110may be displayed on the CMS side display1310. The own vehicle image121and the first surrounding vehicle image122may be displayed on the top view image110. The electronic device1000may detect the hand gesture of the occupant. In an embodiment, the hand gesture input unit1720(seeFIG.2) of the electronic device1000may receive the hand gesture of a driver or a passenger in a passenger seat including at least one of a pinch in/pinch out or a palm swipe. The processor1400(seeFIG.2) may zoom in/out the FoV of the top view image112displayed on the CMS side display1310based on a hand gesture input received through the hand gesture input unit1720. For example, when detecting a pinch out input of pinching both fingers, the electronic device1000may zoom out the top view image112displayed on the CMS side display1310. In the embodiment shown inFIG.12, when the top view image112is zoomed out, not only the own vehicle image121and the first surrounding vehicle image122but also the second surrounding vehicle image126may be displayed on the top view image112. The top view image112is a zoomed-out image compared to the top view image110displayed on the CMS side display1310before the hand gesture is detected, and therefore, the own vehicle image121and the first surrounding vehicle image122may be displayed on the top view image112in a smaller scale than that of the top view image110before the hand gesture is detected. To the contrary, for example, when detecting a pinch-in input of spreading both fingers, the electronic device1000may zoon in the top view image112displayed on the CMS side display1310. For example, the electronic device1000may zoom in/out the top view image112displayed on the CMS side display1310according to a direction of a palm swipe input. In the embodiments ofFIGS.11A,11B, and12, the electronic device1000may build an occupant monitoring system (OMS) that detects an action of not only the driver but also the passenger, for example, an action of moving the face adjacent to or away from the CMS side display1310, or a hand gesture action, and may automatically adjusts the FoV of the top view image110displayed on the CMS side display1310based on the detected action. The electronic device1000of the disclosure may automatically detect needs of the occupant and may provide a related user experience (UX), and thus, the driver may not need to perform a conscious and additional action of manipulating the CMS side display1310while driving, and may concentrate on the driving itself, thereby improving convenience. In addition, the driver may omit unnecessary manipulation of the CMS side display1310or button manipulation, thereby improving driving stability. FIG.13is a diagram illustrating an embodiment in which an electronic device of the disclosure displays a top view image on a CID according to an embodiment of the disclosure. Referring toFIG.13, the CID1320may display the top view image110and an image content150. In an embodiment, the CID1320may split into a first region1322and a second region1324, the image content150may be displayed on the first region1322, and the top view image110may be displayed on the second region1324. The image content150may include, for example, at least one of a movie, a television (TV) show, Internet-based video streaming (e.g., YouTube or Netflix), or a game. In the embodiment shown inFIG.13, when a vehicle is driving in an autonomous driving mode, the CID1320may display the image content150that an occupant may enjoy and simultaneously display the top view image110on a CMS side display together, so that a driver may predict a determination of the vehicle itself and an autonomous driving method in a lane change or turn situation, etc., thereby providing high reliability regarding autonomous driving to the driver or a passenger. FIG.14Ais a diagram illustrating an embodiment in which an electronic device of the disclosure displays a top view image on a CMS side display and a CID in the case of left-hand drive (LHD) vehicle according to an embodiment of the disclosure. FIG.14Bis a diagram illustrating an embodiment in which an electronic device of the disclosure displays a top view image on a CMS side display and a CID1320in the case of a right-hand drive (RHD) vehicle according to an embodiment of the disclosure. Types of vehicles may be classified into the LHD vehicle and the RHD vehicle according to a location of a steering wheel. The type of vehicle may vary depending on a road. For example, in a country (e.g., S. Korea or the United States) that has adopted a traffic system in which vehicles run on the right side of the road, the LHD vehicle with the steering wheel located on the left is used, and in a country (e.g., Japan or UK) that has adopted a traffic system in which vehicles run on the left side of the road, the RHD vehicle with the steering wheel located on the right is used. Referring toFIG.14A, when the LHD vehicle turns a driving direction to the right or attempts to change a lane to a right lane with respect to the vehicle, the vehicle may receive an input activating (lighting) a right turn signal by manipulating the turn signal lever2100by the driver. When the right turn signal is activated, the electronic device1000may receive turn signal activation information from the vehicle sensor module2000(seeFIG.3), and may switch a surrounding environment image displayed on the right CMS side display1310R to the top view image110based on the received turn signal activation information. In this case, the electronic device1000may display the top view image110not only on the right CMS side display1310R but also on the CID1320. When the driver manipulates (lights) a left turn signal by manipulating the turn signal lever2100, the electronic device1000may switch the surrounding environment image100displayed on the left CMS side display1310L to the top view image110. However, in this case, the top view image110may not be displayed on the CID1320. Referring toFIG.14B, when the RHD vehicle turns the driving direction to the left or attempts to change a lane to a left lane with respect to the vehicle, the vehicle may receive an input activating (lighting) a left turn signal by manipulating the turn signal lever2100by the driver. When the left turn signal is activated, the electronic device1000may receive turn signal activation information from the vehicle sensor module2000(seeFIG.3), and may switch a surrounding environment image displayed on the left CMS side display1310L to the top view image110based on the received turn signal activation information. In this case, the electronic device1000may display the top view image110not only on the left CMS side display1310L but also on the CID1320. When the driver manipulates (lights) the right turn signal by manipulating the turn signal lever2100, the electronic device1000may switch the surrounding environment image100displayed on the right CMS side display1310R to the top view image110. However, in this case, the top view image110may not be displayed on the CID1320. In the embodiments shown inFIGS.14A and14B, the CMS side display located adjacent to the driver among the left CMS side display1310L and the right CMS side display1310R is different according to whether the vehicle type is the LHD vehicle or the RHD vehicle. For example, in the case of the LHD vehicle, the left CMS side display1310L is disposed adjacent to a location of the driver, but the right CMS side display1310R is disposed relatively far from the location of the driver. Accordingly, the driver needs an additional action to rotate the face or turn a gaze direction to the right to view the right CMS side display1310R, and in this case, concentration may be dispersed. Although it does not matter while the driver stops the vehicle, but there is a risk of an accident occurring when concentration is lowered to view the right CMS side display1310R while driving or when changing lanes. In the case of the LHD vehicle, when the right turn signal is activated, the electronic device1000may display the top view image110not only on the CID1320but also the right CMS side display1310R, and therefore, the additional action of the driver may be omitted, thereby improving driving stability. In the case of the RHD vehicle, only the direction of the turn signal is different, but the principle of operation is the same. A program executed by the electronic device1000described in the specification may be implemented by hardware components, software components, and/or a combination of hardware components and software components. The program may be performed by all systems capable of performing computer-readable instructions. Software may include a computer program, code, instructions, or a combination thereof, and constitute a processing device so as to operate as desired, or independently or collectively command the processing device. The software may be implemented by a computer program including instructions stored in computer-readable storage media. Examples of the computer-readable storage media may include magnetic storage media (e.g., ROM, RAM, floppy disks, hard disks, etc.) and optical recording media (e.g., CD-ROMs, digital versatile discs (DVDs), etc.). The computer-readable storage media may be distributed over network coupled computer systems so that the computer-readable code is stored and executed in a distributed fashion. The media may be read by a computer, stored in a memory, and executed by a processor. The computer-readable storage media may be provided in the form of non-transitory storage media. Herein, the term ‘non-transitory’ merely indicates that a storage medium is tangible without including a signal, and does not discriminate whether data is semipermanently or temporarily stored in a storage medium. In addition, the program according to the embodiments of the specification may be provided by being included in a computer program product. The computer program product may be traded between a seller and a purchaser. The computer program product may include a software program or a non-transitory computer-readable storage medium in which the software program is stored. For example, the computer program product may include a software program form of product (e.g., a downloadable application) electronically distributed through a manufacturing company of the electronic device or an electronic market (e.g., Google PlayStore™, or App Store™). For the electronic distribution, at least a portion of the software program may be stored in a storage medium or temporarily generated. In this case, the storage medium may be included in a server of the manufacturing company of a vehicle or the electronic device1000, a server of the electronic market, or a proxy server configured to temporarily store the software program. The computer program product may include a storage medium of a server or a storage medium of a device in a system including the electronic device1000, the server and the other device. Alternatively, when a third device (e.g., a smartphone) communicatively connected to the electronic device1000exists, the computer program product may include a storage medium of the third device. Alternatively, the computer program product may include the software program to be transmitted from the electronic device1000to the device or the third device or transmitted from the third device to the device. In this case, one of the electronic device1000, the device, and the third device may execute the computer program product and perform the methods according to the embodiments of the disclosure. Alternatively, two or more of the electronic device1000, the device, and the third device may execute the computer program product and perform the methods according to the embodiments of the disclosure in a distributed fashion. For example, the electronic device1000may execute the computer program product stored in the memory (1500seeFIG.2) to control the other device communicatively connected to the electronic device1000to perform the methods according to the embodiments of the disclosure. For another example, the third device may execute the computer program product to control a device communicatively connected to the third device to perform the method according to the embodiment of the disclosure. When the third device executes the computer program product, the third device may download the computer program product from the electronic device1000and execute the downloaded computer program product. Alternatively, the third device may execute the computer program product provided in a pre-loaded state to perform the methods according to the embodiments of the disclosure. While the disclosure has been shown and described with reference to various embodiments thereof, it will be understood by those of skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the disclosure as defined by the appended claims and their equivalents. | 90,764 |
11858425 | DETAILED DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of the disclosure will be described with reference to the drawings. In each figure, an XYZ rectangular coordinate system is shown in which a vehicle front-rear direction is an X-axis, a vehicle width direction is a Y-axis, and a vehicle height direction is a Z-axis. FIG.1is a diagram showing a vehicle that includes a vehicle sensor attaching structure according to an embodiment.FIG.2is an enlarged view showing an example of a vehicle sensor attaching structure. A vehicle1shown inFIGS.1and2is, for example, a vehicle in the shape of a small bus. The vehicle type and shape of the vehicle1are not particularly limited as long as the vehicle sensor attaching structure of the present embodiment can be adopted. A roof front sensor group10is mounted on a front side of a roof2of the vehicle1. The vehicle type and shape of the vehicle1are not particularly limited as long as the roof front sensor group10can be mounted. A roof rear sensor unit having the same configuration as the roof front sensor group10may be provided on a rear side of the roof2of the vehicle1. The roof front sensor group10is equipped with a plurality of external sensors for detecting the external condition of the vehicle1(such as the condition of an object such as another vehicle). Each external sensor is a detection device that detects the external condition of the vehicle. The external sensor includes at least two kinds of sensors such as a camera and a LiDAR. The camera is an imaging device that captures images of an external condition of the vehicle. The camera may be a monocular camera or a stereo camera. The LiDAR is a detection device for detecting an object around the vehicle by using light. The LiDAR transmits light to the surroundings of the vehicle and detects the object by receiving the light reflected by the object around the vehicle. The external sensor may include a millimeter wave radar. The configuration of the external sensor will be described later. As shown inFIGS.1and2, the roof front sensor group10includes the common sensor unit11, the first option sensor unit12, and a second option sensor unit13as an example. The common sensor unit11is a unit fixed to the roof2of the vehicle1and to which at least one kind of external sensor is attached. The method of fixing the common sensor unit11to the roof2is not particularly limited. The common sensor unit11may be fixed by bolting, may be fixed by adhesion, or may be mechanically fixed by fitting into a fitting portion formed on the roof2side. The first option sensor unit12is provided on the vehicle left side with respect to the common sensor unit11, and the second option sensor unit13is provided on the vehicle right side with respect to the common sensor unit11. FIG.3is a diagram showing an example of attaching the first option sensor unit12to the common sensor unit11. As shown inFIG.3, the common sensor unit11has a common frame body110. The common frame body110is a frame body that is the base of the common sensor unit11. The common sensor unit11has a cover member (not shown) that covers at least a part of the common frame body110. In some embodiments, the cover member is provided. As an example, the common frame body110can have a rectangular parallelepiped frame structure composed of angle members. The angle member is a long member having an L-shaped cross section. The material of the common frame body110is not particularly limited as long as it has an appropriate hardness. For the common frame body110, for example, an aluminum material, a casting member, or a resin (fiber reinforced resin or the like) can be used. The shape of the common frame body110is not limited to a rectangular parallelepiped, and may have a curved portion, or an end portion of a part of the angle member in the extending direction may be protruded. A camera20and a LiDAR21that are external sensors are attached to the common frame body110. The camera20and LiDAR21are attached so as to face the vehicle front side, and detect the external condition in front of the vehicle1. More external sensors may be attached to the common frame body110. The LiDAR21of the common frame body110can be a large size LiDAR that is relatively large. The front surface (the surface on the vehicle front side) of the camera20and the LiDAR21in the common frame body110may be a glass window, or the camera20and the LiDAR21may be exposed. This point is the same in the first option sensor unit12, the second option sensor unit13, and the like. The common frame body110is formed with bolt holes for attaching the first option sensor unit12, the second option sensor unit13, and the like. InFIG.3, the first option sensor unit12is attached using left side surface bolt holes111ato111dprovided on the vehicle left side of the common frame body110. Front surface bolt holes112ato112d, upper surface bolt holes113ato113d, and the like are formed on the common frame body110. Bolt holes may be formed on all the upper, lower, right, and left surfaces of the common frame body110, or bolt holes may be formed on only two surfaces. The first option sensor unit12has a first option frame body120. As an example, the first option frame body120can have a rectangular parallelepiped frame structure composed of the same angle members as the common frame body110. The first option frame body120has a width shorter than that of the common frame body110in a vehicle width direction, and has the same depth as the common frame body110in the vehicle front-rear direction (X-axis direction), for example. On the right side surface of the first option frame body120, right side surface bolt holes121ato121dfacing the left side surface bolt holes111ato111dof the common frame body110are formed. The first option frame body120is connected to the common frame body110by being coupled by four bolts so that the bolts pass through the right side surface bolt holes121ato121dand the left side surface bolt holes111ato111dof the common frame body110. Further, front side bolt holes122ato122d, upper surface bolt holes123ato123d, and left side bolt holes124ato124dfor attaching the first option frame body120to the common frame body110from a different direction are formed on the first option frame body120. The first option frame body120may have bolt holes formed on at least one surface. The method of attaching (connecting) the first option frame body120to the common frame body110is not limited to bolt fixing. The attaching method may be a removable method. The common frame body110and the first option frame body120may be fastened by fastening the angle members to each other with metal fittings such as a stainless band, or may be attached via brackets. This point is the same in the attaching method of the common frame body110and another option frame body. The first option sensor unit12may be configured to be attachable to the common sensor unit11in at least two directions of the vehicle left side, the vehicle right side, the vehicle upper side, the vehicle front side, and the vehicle rear side, for example. A left side LiDAR30that is an external sensor provided so as to face the vehicle left side is attached to the first option frame body120. The left side LiDAR30attached to the first option frame body120may be a small size LiDAR that is relatively small. The first option frame body120may be provided with a plurality of external sensors in addition to the left side LiDAR30. FIG.4is a diagram showing an example of attaching a sensor on of the first option frame body120. As shown inFIG.4, the left side LiDAR30is attached to the first option frame body120so as to face the vehicle left side from the inside of the frame. The left side LiDAR30is provided with a lower side attaching portion31, a first upper side attaching portion32, and a second upper side attaching portion33. The lower side attaching portion31, the first upper side attaching portion32, and the second upper side attaching portion33are each portions to be joined to the inside of the first option frame body120(inside the angle member). The lower side attaching portion31projects downward of the left side LiDAR30and is joined to the inside of the first option frame body120via a cushion material31a. The cushion material31ais not particularly limited as long as it is an elastic bonding material. The cushion material31amay be made of rubber, for example, and may be made of an ethylene propylene diene rubber foam having adhesiveness. The first upper side attaching portion32and the second upper side attaching portion33project upward from the left side LiDAR30, and are each joined to the inside of the first option frame body120via cushion materials32aand33a. The materials of the cushion materials32aand33acan be the same as those of the cushion material31a. The lower side attaching portion31, the first upper side attaching portion32, and the second upper side attaching portion33may be directly joined to the first option frame body120without using a cushion material. The left side LiDAR30may have two attaching portions on the top and bottom, or may have four or more attaching portions. The camera20and LiDAR21in the common frame body110may be attached in the same manner. FIG.5is a diagram showing an example of attaching a cover member to the first option frame body120. InFIG.5, a bolt200and a nut201located at the back are also shown in order to explain the attachment of the cover member to the first option frame body120. As shown inFIG.5, a cover member130is attached to the first option frame body120. The cover member130is a member provided so as to cover the first option frame body120from above. The material of the cover member130is not particularly limited, but can be formed from, for example, resin. The cover member130includes a side surface portion130athat covers an angle member side surface portion120aon the vehicle left side of the first option frame body120, and an upper surface fixing portion130bthat is bolted to an angle member upper surface portion120bof the first option frame body120. The side surface portion130aof the cover member130is joined to the angle member side surface portion120avia a cover cushion material131. The material of the cover cushion material131can be the same as that of the cushion material31a, for example. The upper surface fixing portion130bof the cover member130is fixed to the angle member upper surface portion120bof the first option frame body120by the bolt200and the nut201. An additional metal color or the like may be used. The shape of the cover member130is not particularly limited. The cover member130may have a shape that covers the entire first option frame body120from above, or may have a shape that covers both the first option frame body120and the common frame body110. The cover member130may have a shape that covers a second option frame body (not shown) of the second option sensor unit13in addition to the first option frame body120and the common frame body110. Alternatively, the cover member130may have a shape capable of covering at least the top of an external sensor such as the left side LiDAR30attached to the first option frame body120. The second option sensor unit13can have the same configuration as the first option sensor unit12. According to the vehicle sensor attaching structure according to the present embodiment described above, by having a structure in which the option sensor units12and13are detachably attached to the common sensor unit11, maintenance can be facilitated as compared with the case where all the sensors are a non-removable integrated unit, by exchanging external sensors of the option sensor units12and13when the external sensors of the option sensor units12and13need to be changed. Further, according to this vehicle sensor attaching structure, by having a structure in which the first option sensor unit12and the second option sensor unit13are attached to the right and left of the common sensor unit11, it is possible to easily perform maintenance by exchanging the external sensors per unit when either external sensor of the first option sensor unit12and the second option sensor unit13need to be replaced. Further, according to this vehicle sensor attaching structure, by adopting the common frame body110and the first option frame body120, it is possible to secure sufficient rigidity while being relatively lightweight. In this vehicle sensor attaching structure, when various kinds of autonomous driving kits are installed, by having a configuration in which the common sensor unit11and the option sensor units12and13can be selectively adopted, the degree of freedom in design can be increased and the sensor installation can be versatile for various kinds of vehicles. Although the embodiment of the disclosure has been described above, the disclosure is not limited to the embodiment above. The disclosure can be implemented in various modes including various modifications and improvements based on the knowledge of those skilled in the art, including the embodiment as described above. FIG.6is a diagram showing an example of attaching another optional frame body to the common frame body110. InFIG.6, a third option sensor unit14and a fourth option sensor unit15are attached to the common sensor unit11. A third option frame body140of the third option sensor unit14is attached to the vehicle front side of the common frame body110. The third option frame body140also has a rectangular parallelepiped shape made of an angle member. As an example, the third option frame body140is formed so as to have a width that does not protrude from the common frame body110when viewed from the front of the vehicle. Rear surface bolt holes141ato141dfacing the front surface bolt holes112ato112dof the common frame body110are formed on the rear surface of the third option frame body140. The third option frame body140is coupled to the common frame body110by being connected by four bolts so that the bolts pass through the rear surface bolt holes141ato141dand the front surface bolt holes112ato112dof the common frame body110. The third option frame body140may also have bolt holes formed on other surfaces. As an example, a left front side LiDAR40is attached to the third option sensor unit14so as to face the front of the vehicle. A camera or another external sensor may be adopted instead of the LiDAR, or an external sensor may be attached to another surface. A fourth option frame body150of the fourth option sensor unit15is attached to the vehicle upper side of the common frame body110. The fourth option frame body150also has a rectangular parallelepiped shape made of an angle member. The fourth option frame body150is offset on the vehicle left side (in the vehicle width direction) so as to project from the common frame body110. The offset arrangement means that the option sensor unit is arranged so as to project to either the right or left side of the common sensor unit11. As a result, even if the width of the roof2of the vehicle1is insufficient, the external sensor can be provided so as to project to the outside of the vehicle1. Lower surface bolt holes151ato151dfacing the upper surface bolt holes113ato113dof the common frame body110are formed on a lower surface of the fourth option frame body150. The fourth option frame body150is also fixed to the common frame body110by four bolts. As an example, the left side LiDAR50is attached to the fourth option frame body150so as to face the vehicle left side. A camera or another external sensor may be adopted instead of the LiDAR, or an external sensor may be attached to another surface. In addition, an option sensor unit on the vehicle left side or the vehicle rear side may be attached to the common sensor unit11. The option sensor unit on the vehicle rear side may be offset to the right and left of the common sensor unit11. The third option sensor unit14and the fourth option sensor unit15may also be covered with the cover member. According to the vehicle sensor attaching structure of the other example described above, even when the option sensor units12and13cannot be added to the right and left of the common sensor unit11due to insufficient vehicle width or the like, by offsetting and arranging the option sensor units so as to project to the right and left from the vehicle upper side of the common sensor unit11, it is possible to easily add sensors to the right and left of the vehicle. FIG.7is a diagram showing another example of attaching an option sensor unit to the vehicle. As shown inFIG.7, an option sensor unit60may be additionally provided independently on the roof2of the vehicle1in addition to the roof front sensor group10. The option sensor unit60includes, for example, a left side option sensor unit61and a right side option sensor unit62. The left side option sensor unit61and the right side option sensor unit62are directly attached to the roof2of the vehicle1instead of the common sensor unit. This makes it possible to add an external sensor to the roof2of the vehicle1for general purposes. FIG.8is a diagram showing a reference example of the vehicle having the common sensor unit11. In the roof2of the passenger car5shown inFIG.8, only the common sensor unit11is adopted. That is, depending on the vehicle model, it is possible to provide an option not to adopt the option sensor unit, and it is possible to increase the degree of freedom in design. The common frame body110and various option frame bodies do not necessarily have to have a structure using an angle member. The structure may be a plate-shaped member or a rod-shaped member. The first option sensor unit12and the second option sensor unit13may be fixed to the roof2of the vehicle1in addition to the common sensor unit11. The fourth option frame body150may be offset so as to project toward the front of the vehicle. | 17,924 |
11858426 | DETAILED DESCRIPTION OF THE INVENTION Specific structural or functional descriptions of the embodiments of the present invention disclosed herein are merely exemplified for the purpose of illustrating the embodiments according to the present invention, and the embodiments of the present invention are implemented in various forms, and may not be construed as being limited to the embodiments described in this specification or application. Since the embodiment according to the present invention can be diversely modified into various forms, specific embodiments will be illustrated and described in detail in the drawings and the description of the present invention. However, this is not intended to limit the embodiments according to the concept of the present invention to specific invention forms, but should be understood to include all modifications, equivalents, or substitutes included in the spirit and scope of the present invention. It will be understood that although the terms “first”, “second”, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. Thus, a first element discussed below could be termed a second element and vice versa without departing from the nature of the present invention. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element or intervening elements may be present therebetween. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present. Other expressions describing the relationship between the components, such as “between” and “immediately between” or “neighboring” and “directly neighboring” should also be interpreted in the same manner. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a”, “an”, and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising”, or “includes” and/or “including”, when used in this specification, specify the presence of stated features, integers, steps, operations, elements, components or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof. It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles. Unless otherwise defined, the meaning of all terms including technical and scientific terms used herein is the same as that commonly understood by one of ordinary skill in the art to which the present invention pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning which is consistent with their meaning in the context of the relevant art and the present invention, and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. Hereinafter, a luggage board apparatus for a vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings. As illustrated inFIGS.1to16, the luggage board apparatus for a vehicle according to various exemplary embodiments of the present invention includes an upper board110and a lower board120superimposed on each other in a vertical direction, the upper board110and the lower board120are capable of being moved together in a vertical direction, and the upper board110is capable of being moved in a front-rear direction with respect to the lower board120. A luggage board100may consist of the upper board110and the lower board120superimposed to be stacked in the vertical direction. The upper board110and the lower board120may be moved together in the vertical direction by using the power of a motor. The upper board110may be pulled out by being slidingly moved backward with respect to the lower board120by a user's manual manipulation, and may be superimposed again on the lower board120by being slidingly moved forward. FIGS.1and2illustrate a state in which the luggage board100is positioned at a standard position,FIG.3illustrates a state in which the luggage board100is moved downward by a predetermined distance from the standard position ofFIG.2,FIG.4illustrates a state in which the luggage board100is moved upward by a predetermined distance from the standard position ofFIG.2, andFIG.5illustrates a state in which the upper board110is pulled out by being slidingly moved backward from the raised position ofFIG.4. The luggage board100may implement a full-size bed when vehicle seats1and2are folded forward as illustrated inFIG.6or a vehicle seat1is reclined backward as illustrated inFIG.7, through the downward movement of the upper board110and the lower board120, whereby a passenger may have a comfortable rest. FIG.6illustrates a vehicle provided with three row seats, where the reference numeral1denotes a second row seat and the reference numeral2denotes a third row seat, and illustrates a state in which both the second row seat1and the third row seat2are folded forward. FIG.7illustrates a vehicle provided with two row seats and illustrates a state in which a full-size bed is implemented by reclining a second row seat1backward. The embodiment according to the present invention includes a driving unit200for the vertical movement of the upper board110and the lower board120. The driving unit200may include a motor210, a lead screw220which is rotated by receiving power from the motor210, a nut230which is coupled to the lead screw22and is moved along the lead screw220upon rotation of the lead screw220, and an X-shaped connecting rod240which is connected to the nut230, connects the floor of a luggage room3and the lower board120and is changed in the vertical height thereof according to the movement of the nut230. The motor210may be fixedly installed to be connected to the floor of the luggage room3. Ones of the lead screw220, the nut230and the X-shaped connecting rod240may be coupled to form one set, and two sets are symmetrically installed by being laterally spaced apart from each other. The motor210may be configured by one motor as illustrated in the embodiment ofFIGS.1to10, and one motor210may be configured to simultaneously actuate two lead screws220which are positioned on left and right sides. To this end, a motor shaft211protrudes to the left and right sides of the motor210, and the motor shaft211and the lead screws220are coupled to be capable of transferring power through gear members250. When the motor210consists of one motor, cost reduction, weight loss and total package downscale are possible. As another example, in order to reduce the load of the motor210, the motor210may consist of two motors as illustrated inFIGS.12and13, and in this case, each of the two motors210forms a structure in which each of the two motors210is independently coupled with one lead screw220. The X-shaped connecting rod240may have a structure in which two rods are crossed in an X-shape, and may have a structure in which middle portions of the rods are hinged to be capable of being rotated with respect to each other. When the vertical height of the X-shaped connecting rod240is increased, the luggage board100is moved upward. Conversely, when the vertical height of the X-shaped connecting rod240is decreased, the luggage board100is moved downward. In order for upward and downward movement of the luggage board100, moving rollers241which are rotated and are thereby moved together upon movement of the nut230may be coupled to one end of the X-shaped connecting rod240, and the other end of the X-shaped connecting rod240may have a structure in which it is fixedly coupled to the floor of the luggage room3and the lower board120by bolts242. The moving rollers241may be coupled to guide channels260to be capable of being moved along the guide channels260, and the guide channels260may be provided to be fixed to the floor of the luggage room3and be coupled to the lower board120. The embodiment according to the present invention further includes a support bar310which connects two X-shaped connecting rods240positioned on left and right sides and gas lifts320which connect the support bar310and the lower board120. The support bar310and the gas lifts320may serve to more stably support the luggage board100under the luggage board100. In order for the sliding movement of the upper board110with respect to the lower board120in the front-rear direction, a first slide rail410may be provided to the lower board120to extend in the front-rear direction, and a first slide roller420which is inserted into the first slide rail410and is moved along the first slide rail410may be coupled to the upper board110. The first slide roller420may include a plurality of rollers421in contact with the first slide rail410and a roller housing422to which the plurality of rollers421are rotatably coupled. The roller housing422may be formed in an external shape of a triangle, a quadrangle or a polygon. When the roller housing422has the shape of a triangle, the rollers421may be configured by three rollers and may be coupled to the corners, respectively, of the triangle. When the roller housing422has the shape of a quadrangle, the rollers421may be configured by four rollers. The rollers421may be coupled to the roller housing422to be rotated in a horizontal direction with respect to the roller housing422. Rail protrusions411, which protrude inward of the first slide rail410and extend in a lengthwise direction of the first slide rail410, may be formed on the left and right sides surfaces of the first slide rail410and each roller421is formed, on the outer circumferential surface thereof, with an inwardly concave groove, and may be installed such that the concave groove is brought into contact with the rail protrusion411. As a consequence, through minimization of slip and minimization of a friction part, smooth sliding movement of the upper board110in the front-rear direction may be endured. In addition, according to an exemplary embodiment of the present invention, a second slide rail510which extends in the front-rear direction may be provided to the upper board110as illustrated inFIG.14, and a second slide roller520may be inserted into the second slide rail510and may be installed to be capable of being moved along the second slide rail510. Loads4capable of being loaded into the luggage room3may be seated on the second slide roller520, or a storage box may be coupled to and seated on the second slide roller520. As the loads4may be seated and moved on the second slide roller520which is moved along the second slide rail510, a worker's convenience may be improved upon loading and pulling out the loads4on or from the luggage board100. The second slide rail510may be formed to extend along a straight line in the front-rear direction as illustrated inFIG.14or include a section extending in a curve as illustrated inFIG.16. The second slide roller520includes a plurality of rollers521in contact with the second slide rail510, and a roller housing522to which the plurality of rollers521are rotatably coupled. The roller housing522may be formed in an external shape of a triangle, a quadrangle or a polygon. When the roller housing522has the shape of a triangle, the roller521may be configured by three rollers and may be coupled to the corners, respectively, of the triangle. When the roller housing522has the shape of a quadrangle, the rollers521may be configured by four rollers. The rollers521may be coupled to the roller housing522to be rotated in the horizontal direction with respect to the roller housing522. The structure in which the roller housing522is formed in the shape of a triangle may be more free to be moved in a curved section as compared to the structure in which the roller housing522is formed in the shape of a quadrangle. Due to this fact, when the roller housing522of the quadrangular structure is used, the angle of a curved section of the second slide rail510may be set to be greater. Rail protrusions511, which protrude inward of the second slide rail510and extend in a lengthwise direction of the second slide rail510, may be formed on the left and right side surfaces of the second slide rail510, and each roller521may be formed, on the outer circumferential surface thereof, with an inwardly concave groove and is installed such that the concave groove may be brought into contact with the rail protrusion511. As a consequence, through minimization of slip and minimization of a friction part, a smooth sliding movement of the upper board110in the front-rear direction may be ensured. As illustrated inFIGS.17to21, a luggage board apparatus includes a luggage board100, a slide rail610which is provided on the upper surface of the luggage board100to extend in the front-rear direction, and a slide roller620which is inserted into the slide rail610to be moved along the slide rail610. As the slide roller620and the lower end of a shopping cart700are coupled to each other, the shopping cart700may have a structure in which it is seated on the luggage board100and is loaded and kept in a luggage room3. The shopping cart700may be provided with a plurality of legs710. When the shopping cart700is seated on the luggage board100and is loaded and kept in the luggage room3, the joint parts of the legs710of the shopping cart700may be automatically bent and folded by the contact with the luggage board100, thereby resulting in the foldable shopping cart700. The slide rail610may be formed to extend in a straight line in the front-rear direction as illustrated inFIG.17or to include a section extended in a curve as in illustratedFIG.16. When the shopping cart700is seated on the luggage board100and is loaded into the luggage room3, a roller720provided on the lower end of the shopping cart700may be inserted into the slide rail610, and through this, the smooth movement of the shopping cart700along the slide rail610may be ensured. The roller720provided at the lower end of the shopping cart700may be a roller which is rotated in a vertical direction. As illustrated inFIG.19, a structure in which one slide rail610and one slide roller620are coupled to each other forms one set, and two sets are symmetrically installed by being laterally spaced apart from each other. A roller moving bar810may be coupled to connect the slide rollers620on the left and right sides. When the number of roller moving bars810is increased, a structure such as a plate or a drawer may be moved by being placed on the roller moving bars810, and through this, practicality and utilization can be improved. As another way to improve practicality and utilization, as shown inFIG.20, a movable storage box820which is coupled to connect the slide rollers620on the left and right sides may be additionally included. As still another way, as illustrated inFIG.21, a sliding board830which is coupled to connect the slides rollers620on the left and right sides may be additionally included. The luggage board apparatus has a configuration in which the luggage board100includes the upper board110and the lower board120, the upper board110and the lower board120are capable of be moved together in the vertical direction, and the upper board110is capable of being moved in the front-rear direction with respect to the lower board120, thereby greatly improving the convenience of work upon keeping and pulling out loads. In addition, the luggage board apparatus has a configuration in which the shopping cart700may be kept by being seated and loaded on the luggage board100by using the slide rail610provided on the luggage board100and the slide roller620coupled to the slide rail610, and a position of the shopping cart700seated on the luggage board100may be fixed, thereby maximally preventing loads from being broken or being damaged. Although the present invention has been described and illustrated with respect to the exemplary embodiments, it would be obvious to those skilled in the art that various improvements and modifications are possible, without departing from the scope and spirit of the present invention as disclosed in the accompanying claims. | 17,189 |
11858427 | DETAILED DESCRIPTION The subject matter of embodiments of the present invention is described here with specificity to meet statutory requirements, but this description is not necessarily intended to limit the scope of the claims. The claimed subject matter may be embodied in other ways, may include different elements or steps, and may be used in conjunction with other existing or future technologies. This description should not be interpreted as implying any particular order or arrangement among or between various steps or elements except when the order of individual steps or arrangement of elements is explicitly described. The described embodiments of the invention provide PED holders for passenger seats. While the PED holders are discussed for use with aircraft seats, they are by no means so limited. Rather, embodiments of the PED holders may be used in passenger seats or other seats of any type or otherwise as desired. According to certain embodiments of the present invention, as shown inFIGS.1-7B, a seat10comprises a support100coupled to a seat back12and that can hold a PED22. The PED22should be not be considered limiting on the current disclosure and may be various suitable PEDs including, but not limited to, tablet computers, cell phones, smart phones, handheld video game systems, personal digital assistants, palmtop computers, DVD players, data and audio-video media, multi-media enabled devices, and/or other similar electronic devices. InFIG.5A, the PED22is a handheld video game system, inFIG.5B, the PED22is a cell phone, and inFIG.5Cthe PED22is a tablet computer. In other examples, the support100may support various other types of PEDs22as desired. In some embodiments, as illustrated inFIGS.1-5C, the seat10comprises a seat back12with a video shroud16having a monitor14. The seat10may include a tray table18that pivots between a stowed position, in which the tray table18is positioned adjacent the seat back12, and a deployed position, in which the tray table18is spaced apart from the seat back12such that a passenger can place articles on the tray table18. The seat10may optionally include a literature pocket20positioned on the seat back12, which provides space for a passenger to store various items, for example, magazines and books. It will be appreciated that the particular seat back12illustrated inFIGS.1-5C and7A-7Bshould not be considered limiting on the current disclosure, and the support100may be provided on various other types of seat back12with fewer or additional features as desired. As illustrated inFIG.1, for example, the support100is coupled to the seat back12. The particular position of the support100on the seat back12illustrated inFIGS.1-5C and7A-7Bshould not be considered limiting on the current disclosure, and the support100may be positioned at various locations on the seat back12and/or at various positions relative to other components on the seat back12. In the example ofFIGS.1-5C, the support100is positioned on the seat back12below the video shroud16. As illustrated, in this example, the support100may be positioned such that the support100is located above the tray table18when the tray table is in the stowed position thereby allowing a passenger access to the support100when the tray table18is in the stowed position. Furthermore, the support100may be positioned forward of the literature pocket20such that a passenger may access the literature pocket20while the support is in the stowed position. As mentioned, in other examples, the support100may be at various other positions on the seat back12and/or relative to other components on the seat back12as desired. In some embodiments, as illustrated, for example, inFIGS.2A-3C, the support100may have move between a variety of positions including, but not limited to, a stowed position, an intermediate position, and a deployed position. As illustrated, for example inFIG.2A, when the support100is in the stowed position, the support100may be positioned proximate the seat back12. In this example, at least one arm104and a base102of the support100may be positioned proximate the seat back12. In the intermediate position, as illustrated, for example inFIGS.2B-3A, the support100may be spaced apart from the seat back12such that the arm104extends from the seat back12and the base102is spaced apart from the seat back. Moreover, in the intermediate position, the base102of the support100may be positioned proximate a section of the arm104. Referring toFIGS.3A-3C, the support100may move from the intermediate position to the deployed position, wherein the base102of the support100is pivoted with respect to the arm104. As described above, in some embodiments, and as illustrated, for example, inFIGS.2B,3A-3C, and6-7B, the support100comprises at least one arm104and a base102that is pivotally coupled to the arm104. The arm104may include a first end coupled to the seat back12and a second end coupled to the base102. In some examples, the support100includes one arm104. However, the number of arms104should not be considered limiting on the current disclosure. For example, in other cases, the support100includes two or more arms104. As illustrated inFIGS.2B and3A-3C, the arm104may include a first section104aand a second section104b. The first section104aof the arm104may include the first end of the arm104such that the first section104ais coupled to the seat back12. Similarly, the second section104bof the arm104may include the second end of the arm104such that the second section104bis coupled to the base102. The first section104aand the second section104bmay be oriented at a non-zero angle with respect to each other. For example, the angle between the first section104aand the second section104b, may range between 130° and 165°. When the support100is moved from the stowed position to the intermediate position, the arm104may be selectively moved between a stowed position and a deployed position.FIGS.1and4Aillustrate an example of the arm104in the stowed position. In the stowed position, also referred to as a first position, the arm104may be positioned in close proximity to the seat back12such that the arm104is positioned adjacent and extends along the seat back12. Moreover, in the stowed position, the first section104aand the second section104bmay be positioned proximate to the seat back12. In the deployed position, also referred to as a second position, the second section104bmay be spaced apart and extend in an aft direction from the seat back12. Moreover, in the deployed position, the second section104bmay be spaced way from the seat back12thereby positioning the base102at a position spaced away from the seat back12and projecting the base102towards a seated passenger. The arm104may be formed of materials including, but not limited to, aluminum, stainless steel, polycarbonate, polypropylene, other metallic materials, composite materials, combinations thereof, or any other suitable material. Moreover, the arm104may be pivotably coupled to the seat back12using various suitable mechanisms, including, but not limited to, threaded fasteners, hinges, nuts and bolts, pins, clips, rods, living hinges, combinations thereof, or any other mechanisms allowing for pivoting movement of the arm104relative to the seat back12. Furthermore, in some embodiments, the arm104may be integrally formed with the seat back12. As described above, the support100may include the base102coupled to the second section104bof the arm104. In some embodiments, as illustrated inFIGS.1-5Cthe base102is capable of receiving, supporting, and/or securing the PED22. Similar to the arm104, the base102may also have a stowed position and a deployed position, which will be described in further detail. The base102may include a front surface102A and a rear surface102B, as illustrated inFIGS.1-3C and6. When the PED22is supported by the base102, a rear surface of the PED22may rest against the rear surface102B and a front surface of the PED22may contact the front surface102A, although it need not in other examples. As illustrated inFIGS.3C,4B,5A-5C, and6a retaining ledge106extends outwards from the base102opposite from the arm(s)104. When the support100is used by a passenger, the retaining ledge106may be used to support and/or retain the PED22on the support100. As illustrated inFIGS.3C,4B,5A-5C, and6, the retaining ledge106may include a middle portion106A and end portions106B. The end portions106B may extend upward from a bottom end of the base102higher than the middle portion106A. Moreover, the retaining ledge106may include a curved profile such that a portion of the retaining ledge106curves toward the front surface102A. As such, when the PED22is placed within the base102, the curved portion may contact a front surface of the PED22, thereby securing the PED22within the base102. In other examples, the retaining ledge106may have other suitable profiles as desired. When the PED22is supported on the support100, the PED22may be retained between the base102and the middle portion106A and the end portions106B. In some cases, because the middle portion106A may extend upwards to a lower height with respect to the end portions106B, a passenger may be able to view a substantial portion of the screen of the PED22with minimal obstruction from the retaining ledge106. The middle portion106A and the end portions106B, may be integrally formed, or, alternatively, the middle portion106A and the end portions106B may be formed of multiple structures that are attached by any suitable means. Furthermore, the base102may be formed such that the rear surface102B and the front surface102A are integrally formed from one unitary piece. Alternatively, the front surface102A and the rear surface10B may be separately formed and attached by any suitable means. Similarly, while the retaining ledge106is described as having the middle portion106A and end portions106B at varying heights, the middle portion106A and the end portions106B may be have a uniform height. The base102may further include an opening108formed along at least a portion of an edge of the base102that the passenger may grasp to assist in moving the base102between the stowed and deployed positions, which are discussed in greater detail below. In some embodiments, the opening108is formed along a top edge of the base102. However, the opening108may be formed along any edge and/or any other portion of the base102and/or the retaining ledge106as desired. Similarly, in some embodiments, the opening108may have a semi-circle shape. However, the opening108may have any suitable shape as desired, including but not limited to, rectangular, square, triangle, or any other suitable shape. Furthermore, the opening108may have a closed perimeter such that the opening108is spaced away from the edge of the base102. In some examples, as illustrated inFIG.6, the base102may further include an angle adjustment member110for adjusting the angle of the base102with respect to the second end of the arm104. The angle adjustment member110may be disposed between the second end of the arm104and an upper end of the base102. However, the particular position of the angle adjustment member110with respect to the base102, illustrated inFIG.6, should not be considered limiting on the current disclosure, and the angle adjustment member110may be positioned at various locations on the base102and/or at various positions relative to other components on the base102and/or the arm104. In some embodiments, the angle adjustment member110may be a torque hinge. However, the angle adjustment member110may include various other types of adjustment members for example, but not limited to, a torsion spring, compression spring, extension spring, leaf spring, a detent hinge, a dampened hinge or any other suitable device. As mentioned, the base102may move between stowed and deployed positions. Referring toFIGS.1-3A, in the stowed position, the base102may be positioned in close proximity to the second section104bof the arm104. In particular, in some examples, longitudinal edges of the base102between a top end and a bottom end of the base102, are in close proximity to the second section104bof the arm104. In the stowed position, the base102may be oriented such that the rear surface102B faces away from the seat back12and the front surface102A faces towards the seat back12. Moreover, a lower end of the retaining ledge106may be positioned between the first end and the second end of the arm104such that the lower end of the retaining ledge106is oriented closer to the seat back12than an upper end of the base102. Furthermore, in the stowed position, the base102may be oriented along in a same plane as a plane of second section of the104bof the arm104such that the base102and the second section104bof the arm104extend along a same axis (or parallel axes). In the deployed position, the base102may be spaced apart from the second section104bof the arm104. In particular, in some examples, the longitudinal edges are spaced apart from the second section104bof the arm104when in the base102is in the deployed position. In some examples, when the base102is in the deployed position, the base102may be a distance from the seat back12. In some examples, the distance ranges between 3 inches and 9 inches, although in other examples the distance may be less than 3 inches or greater than 9 inches. In the deployed position, the base may be spaced away from the seat back12and oriented such that the rear surface102B faces towards the seat back12and the front surface102A faces away from the seat back12. Moreover, in the deployed position, the base102may be oriented in a different plane than the plane of the second section104bof the arm104such that the base102and the second section104bof the arm104lie in different axes. However, it is contemplated that the base102and the second section104bof the arm104may lie in a same plane in other examples. In some examples, as illustrated for example inFIGS.3A-3C, the base102may move between the stowed and deployed positions while the support100is in the intermediate position. However, in other examples, the base102may move between the stowed and deployed positions when the support is in the stowed position such that the arm104remains in close proximity to the seat back12while the base102is pivoted with respect to the arm104and spaced away from the seat back12. During operation, illustrated inFIGS.2-3C, a passenger may move the support100from the stowed position to the intermediate positioning by gripping the base102at the opening108and pulling the base102in a direction away from the seat back12thereby moving the arm104from the stowed position to the deployed position. While, the figures illustrate the opening108, this should not be considered limiting. In some embodiments, the base102may include other gripping portions, for example, but not limited to, a projection, a tab, a handle, a pocket or any other suitable surface capable of being gripped. As the passenger pulls the base102in a direction away from the seat back12, the first end of the arm104may move away from the seat back12to the deployed position. In some examples, as illustrated inFIGS.7A-7B, moving the arm104to the deployed position includes translating the first end of the arm within a slot12aformed within the seat back12. When the first end of the arm104reaches an end of the slot12a, the arm104may be locked in the deployed position. As mentioned, in the deployed position, the second section104band the base102may be spaced away from the seat back12. In some cases, as the arm104moves between the stowed and the deployed position, the second end of the arm104may move along an arcuate path. When the support is in the intermediate position, the arm104may be deployed and the base102may be in the stowed position such that the base102may be positioned at an angle with respect to the seat back12. Moreover, the rear surface face of the base102may face away from the seat back12. The passenger may then rotate the base102in a direction away from seat back12to the deployed position. As the base102rotates, the lower end of the base102, or the retaining ledge106, may move in an arcuate path while the upper end of the base102may rotate with respect to the second section104bof the arm104. Once the base102is in the deployed position, the passenger may further rotate the base102with respect to the arm104to a desired position. The base102may then be locked in the desired position via the angle adjustment member110. To return the base102to the stowed position, the passenger may rotate the base102with respect to the second end of the arm104in a direction towards the seat back12until the base102is oriented substantially in the same plane as the second section104bsuch that the longitudinal edges of the base102extend in a same axis as the second section104bof the arm104. With the support100now in the intermediate position, the passenger may then move the support100to the stowed position. In some examples, this includes moving the base102in a direction towards the seat back12thereby causing the first end of the arm104to translate within the slot12aand the second end of the arm104to travel along an arcuate path towards the seat back12. The arm104and the base102may be oriented at a vertical position with respect to the seat back12such that each of the base102and the arm104may move between the stowed and deployed positions without interfering with operation or viewing of the monitor14. Similarly, the arm104may be oriented with respect to the seat back such that the arm104and the base102may move between the stowed and deployed positions without interfering with the operation of the tray table18. Therefore, in some embodiments, the passenger can move the arm104and the base102between the stowed and deployed positions while the tray table18is in the deployed position. In the following, further examples are described to facilitate the understanding of the invention: EXAMPLE A A support for holding a portable electronic device comprising:at least one arm coupled to a seat back, wherein the at least one arm comprises a first position and a second position;a base coupled to the at least one arm, wherein the base comprises a stowed position and a deployed position;wherein, when the at least one arm is in the first position, the at least one arm is oriented along the seat back such that the base is disposed proximate the seat back;wherein, when the at least one arm is in the second position, the at least one arm extends from the seat back such that the base is spaced away from the seat back; andwherein, when the base is in the deployed position, the base extends from an end of the at least one arm such that the base is positioned at a non zero angle with respect to the at least one arm. EXAMPLE B The support of any of the proceeding or subsequent examples, wherein the at least one arm further comprises a first end and a second end;wherein the at least one arm is coupled to the seat back at the first end and coupled to the base at the second end. EXAMPLE C The support of any of the proceeding or subsequent examples, wherein, when the base is in the stowed position, a lower end of the base is positioned between the first end and the second end of the at least one arm. EXAMPLE D The support of any of the proceeding or subsequent examples, wherein, when the at least one arm moves between the first and second positions, the second end of the at least one arm moves in an arcuate path. EXAMPLE E The support any of the proceeding or subsequent examples, wherein the seat back further comprises at least one slot; andwherein, the at least one arm translates within the at least one slot to move between the first position and the second position. EXAMPLE F The support of any of the proceeding or subsequent examples, wherein the at least one arm comprises a first section and a second section;wherein the first section and the second section are oriented at a non-zero angle with respect to each other; andwherein, the first section is coupled to the seat back and the second section is coupled to the base. EXAMPLE G A support for holding a portable electronic device comprising:at least one arm having a first end and a second end, wherein the at least one arm is coupled to a seat back and has a first position and a second position;a base coupled to the second end of the at least one arm, wherein the base comprises a stowed position and a deployed position,wherein, when the at least one arm is in the first position, the at least one arm is positioned substantially vertically such that the base is disposed proximate the seat back;wherein, when the at least one arm is in the second position, the at least one arm extends from the seat back such that the at least one arm forms a non-zero angle with respect to the seat back and the base is spaced away from the seat back;wherein, when the base is in the stowed position, a lower end of the base is positioned between the first end and the second end of the at least one arm; andwherein, when the base is in the deployed position, the base is oriented at a non-zero angle with respect to the second end of the at least one arm. EXAMPLE H The support of any of the proceeding or subsequent examples, wherein the seat back further comprises at least one slot; andwherein, the at least one arm translates within the at least one slot to move between the first position and the second position. EXAMPLE I The support of any of the proceeding or subsequent examples, wherein the seat back further comprises a tray table; andwherein, the at least one arm can move between the first and second positions while the tray table is in a deployed position; andwherein, the base can move between the stowed and deployed positions while the tray table is in the deployed position. EXAMPLE J The support of any of the proceeding or subsequent examples, wherein the base is pivotally coupled to the second end of the at least one arm; andwherein, when the base moves between the stowed and deployed positions, the lower end of the base moves in arcuate path while an upper end of the base rotates with respect to the second section of the at least one arm. EXAMPLE K The support of any of the proceeding or subsequent examples, wherein the base further comprises a forward surface for receiving a rear surface of the portable electronic device and a rearward surface opposite the forward surface; andwherein, when the base is in the stowed position, the forward surface of the base faces towards the seat back; andwherein, when the base is in the deployed position, the forward surface of the base faces away from the seat back. EXAMPLE L The support of any of the proceeding or subsequent examples, further comprising an angle adjustment mechanism coupled between the second end of the at least one arm and the base. EXAMPLE M A support for holding a portable electronic device comprising:at least one arm coupled to a seat back having a first position and a second position;a base pivotably coupled to the at least one arm, wherein the base comprises a stowed position and a deployed position;wherein, when the at least one arm is in the first position, the base is disposed proximate the seat back,wherein, when the at least one arm is in the second position, the base is spaced apart from the seat back,wherein, when the base is in the stowed position, a forward surface of the base faces towards the seat back;wherein, when the base is in the deployed position, the forward surface of the base faces away from the seat back; andwherein, when the base moves between the stowed and deployed positions, the base rotates with respect to an end of the at least one arm. EXAMPLE N The support of any of the proceeding or subsequent examples, wherein the seat back further comprises at least one slot; andwherein, the at least one arm translates within the at least one slot to move between the first position and the second position. EXAMPLE O The support of any of the proceeding or subsequent examples, wherein the seat back further comprises a tray table; andwherein, the at least one arm can move between the first and second positions while the tray table is in a deployed position; andwherein, the base can move between the stowed and deployed positions while the tray table is in the deployed position. EXAMPLE P The support of any of the proceeding or subsequent examples, wherein the at least one arm comprises a first section and a second;wherein the first section and the second section are oriented at a non-zero angle with respect to each other; andwherein, the first section is coupled to the seat back and the second section is coupled to the base. EXAMPLE Q The support of any of the proceeding or subsequent examples, wherein when the base is in the stowed position, the base is oriented along a same axis as the second section of the at least one arm. EXAMPLE R The support of any of the proceeding or subsequent examples, wherein, when the at least one arm is in the first position, the first section and the second section are positioned along the seat back; andwherein, when the at least one arm is in the second position, the first section is substantially horizontal with respect to the seat back. EXAMPLE S The support of any of the proceeding or subsequent examples, wherein, when the at least one arm moves between the first and second positions, an end of the at least one arm moves along an arcuate path; andwherein, when the base moves between the stowed and deployed positions, a lower end of the base moves along an arcuate path. EXAMPLE T The support of any of the proceeding or subsequent examples, wherein the at least one arm comprises two arms. Different arrangements of the components depicted in the drawings or described above, as well as components and steps not shown or described are possible. Similarly, some features and sub-combinations are useful and may be employed without reference to other features and sub-combinations. Embodiments of the invention have been described for illustrative and not restrictive purposes, and alternative embodiments will become apparent to readers of this patent. Accordingly, the present invention is not limited to the embodiments described above or depicted in the drawings, and various embodiments and modifications may be made without departing from the scope of the claims below. | 26,499 |
11858428 | DETAILED DESCRIPTION As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. With reference first toFIGS.1and2, perspective views of a soundbar100secured to a frame, such as a roll cage102, of an exemplary first vehicle104and an exemplary second vehicle106, respectively, with a mounting kit108according to one or more embodiments are illustrated. In one example, the mounting kit108is arranged to be installed in the cargo compartment of a vehicle behind and spaced from the rear seats109. In each vehicle104,106, the roll cage102may have a generally horizontal cross member110. The roll cage102may further include a first pillar112and a second pillar114connected to opposite ends of the cross member110and extending generally vertically downward therefrom. For example, the first and second pillars112,114may be the C pillars of the first and second vehicles104,106. In a non-limiting embodiment, the first vehicle104may be a 3-door vehicle and the second vehicle106may be a 5-door vehicle. Of course, other vehicles besides the exemplary first and second vehicles104,106illustrated herein are fully contemplated. In one non-limiting example, the soundbar100may have dimensions of approximately 30 inches in length, approximately 6 inches in width, and approximately 5 inches in height. In one or more embodiments, the soundbar100may be equipped to handle audio from Bluetooth, 3.5 mm line out or RCA output jacks, USB or HDMI cables, digital optical audio or coaxial cables. The soundbar100may be coupled to an existing audio system of a vehicle when installed therein, or could also be hardwired into the vehicle audio system. The soundbar100and mounting kit108may be configured as an aftermarket option that is installed after manufacture of the vehicle. Alternatively, the soundbar100and the mounting kit108described herein may be installed in a vehicle while the vehicle is being manufactured. FIGS.3and4are front and rear perspective views, respectively, of the assembled soundbar100and mounting kit108adapted for installation in the exemplary first vehicle104according to one or more embodiments, andFIGS.5and6are front and rear perspective views, respectively, of the assembled soundbar100and mounting kit108adapted for installation in the exemplary second vehicle106according to one or more embodiments. The assembled soundbar100and mounting kit108may be referred to as a soundbar assembly. The components of the mounting kit108may be constructed from an SPCC (cold rolled, carbon steel) material, and may be designed to coordinate with the soundbar100and vehicle interior for an integrated appearance. The soundbar100and the various components of the mounting kit108are described further below with reference toFIGS.7-12. FIGS.7and8are front and rear perspective views, respectively, of the soundbar100according to one or more embodiments. The soundbar100includes a housing116having an open front side118through which the speaker grill120may be visible. The housing116further includes a top side122, a rear side124, and a bottom side126. As best shown inFIG.8, at least the rear side124may have a curved shape such that the housing116resembles a cylinder. At least one track128is formed in the housing116to extend at least partially around the housing116, such as from the top side122, along the rear side124, to the bottom side126. In one or more embodiments, two spaced tracks128are formed in the housing116. The housing116may be constructed from of a metallic or plastic material, for example. Although a particular shape and configuration of the soundbar100and its housing116are shown and described herein, it is understood that the soundbar100and housing116could have a different shape and dimensions for cooperating with the mounting kit108and is not limited to the embodiment shown herein. With continued reference toFIGS.7-8and also with reference toFIGS.12A-12B, the mounting kit108includes bolts130which are arranged to be coupled to the housing116of the soundbar100. Each bolt130includes a head132and a shank134which is at least partially threaded. The head132may have a flat square or rectangular configuration and is sized to be received within the track128, such as at the bottom side126, and retained within and slidable along the track128. The mounting kit108further includes a tube136as illustrated inFIGS.3-6and9. The tube136may comprise a hollow, elongated body138with a square or rectangular cross-section, but is not limited to this configuration. The tube136includes end portions140which may have a greater thickness compared with the body138for reinforced strength. The end portions140each have one or more end portion apertures142formed in a front surface144and a rear surface146of the tube136which are arranged to receive fasteners for securing the tube136within the mounting kit108, as described further below. The tube136further includes one or more chambers148spaced along the body138each having a window150which is accessible during installation. The window150may be on the front surface144, the rear surface146, or both the front and rear surfaces144,146of the tube136. In one or more embodiments, two chambers148are provided and spaced to align with a spacing of the tracks128on the housing116. The chambers148may also have a reinforced, greater thickness compared with the body138. A chamber aperture152is located on a bottom surface154of the tube136aligned with each chamber148and sized to receive the shank134of the bolt130, as illustrated inFIGS.12A and12B. FIGS.12A,12B,13A,13B, and14illustrate securing the bolts130to the tube136and the soundbar100to the assembled bolts130and tube136. With the shank134of each bolt130received in each chamber aperture152, a lock washer156may optionally be placed on the shank134and then an adjustment cap158may be received on the shank134. The adjustment cap158may be generally disk-shaped can be tightened on the shank134by engaging the adjustment cap158through the window150and rotating the adjustment cap158, such as with an Allen wrench (FIG.14). The head132of each bolt130can then be inserted into the tracks128on the housing116of the soundbar100. For example, as best shown inFIGS.13A and13B, the heads132may be inserted into the tracks128at the bottom side126of the housing116and slid along the tracks128to the top side122of the housing116. The adjustment caps158may be further tightened once the soundbar100is assembled on the tube136. Once mounted to the tube136, a stop member (not shown) may be inserted in each track128to prevent the bolt130from disengaging from the track128and thus prevent accidental disengagement of the soundbar100from the tube136.FIG.15illustrates an end of the soundbar100optionally additionally secured to the tube136with a retention wire159. The tube136may include a notch160formed in the bottom surface154of the body138. The notch160may have an off-center location along the tube136, such as toward a right or driver's side of the vehicle104,106when installed, adjacent one of the chambers148. The notch160is arranged to receive the speaker wires162from the rear side124of the soundbar100so that the speaker wires162have a space to pass under the tube136. The notch160allows the soundbar100to rotate when desired without impinging the speaker wires162, such that the soundbar100may rotate freely through a large angular excursion (e.g., 180 degrees) while the soundbar100is assembled to the tube136without requiring disassembly. The accommodation of the speaker wires162by the notch160also allows for close positioning of the soundbar100to the tube136. Without the notch160, it might be necessary to space the soundbar100farther downward from the tube136to provide space for the speaker wires162, which could impede rear occupant head space. The mounting kit108further includes a first bracket164and a second bracket166.FIG.10depicts first and second brackets164,166for the exemplary first vehicle104, andFIG.11depicts first and second brackets164,166for the exemplary second vehicle106. The first bracket164may be a left bracket, and the second bracket166may be a right bracket, where the second bracket166may be a mirror image of the first bracket164. In one or more embodiments, the first bracket164may be arranged to be secured to a first end168of the cross member110and to the first pillar112, and the second bracket166may be arranged to be secured to a second end170of the cross member110and the second pillar114for mounting the soundbar100in the vehicle104,106. The first bracket164and the second bracket166each have an inboard portion172and an outboard portion174. The inboard portion172includes a plate176with a top end178having one or more plate apertures180for receiving fasteners to secure the inboard portion172to the cross member110. The top end178may be curved in a first, forward direction, such as to facilitate mounting to the cross member110. The inboard portion172further includes a cradle182at a bottom end184of the plate176for receiving the end portion140of the tube136. The cradle182may be generally U-shaped and have one or more cradle apertures186formed therein. The cradle apertures186may be aligned with the end portion apertures142of the tube136for securing the tube136to the first bracket164and the second bracket166. The U-shaped cradle182may extend in a second, rearward direction opposite the first direction of the top end178such that the cradle182is disposed farther toward the rear of the vehicle when the mounting kit108is installed. With continued reference toFIGS.10-11, the outboard portion174includes a cuff or clamp188having a first arm190and a second arm192connected at one end by a hinge194. The first and second arms190,192may each be generally C-shaped and define a cavity196therebetween which is sized to receive one of the first and second pillars112,114. The first and second arms190,192each terminate in a flange198where they may be secured together with fasteners once in place around the first pillar112or second pillar114. The clamps188may each include a rubber gasket (not shown) on an inner surface of the first and second arms190,192to help prevent damage to the first and second pillars112,114when the first and second brackets164,166are installed and to damp any vibration caused by these components during operation of the vehicle. The outboard portion174may further include a connecting member200joining the inboard portion172to the clamp188. The first and second brackets164,166may have mounting points over factory fastener locations in the vehicle.FIG.16is a perspective view illustrating the location of factory fasteners202in the exemplary first vehicle104which may be removed to install the mounting kit108according to one or more embodiments. The factory speakers204may also be removed, and the factory speaker connectors (not shown) disconnected. FIG.17is a rear perspective view illustrating installation of the first and second brackets164,166ofFIG.10in the exemplary first vehicle104. The inboard portion172of each bracket164,166is secured onto the cross member110(such as the rear side of the cross member110as shown) with fasteners206through the plate apertures180at the top end178of the plate176. The clamps188may be opened via the hinge194and closed around the first and second pillars112,114. The clamps188may be secured to the first and second pillars112,114via fasteners208at the flanges198, and rubber tips210may be applied any protruding portion of the fasteners208. FIG.18is a rear perspective view illustrating installation of the tube136and attached soundbar100on the mounted first and second brackets164,166. The end portions140of the tube136may be placed into the cradles182and secured with fasteners212through the cradle apertures186and aligned end portion apertures142on both sides of the cradles182. The process for installing the mounting kit108and soundbar100is the same for the exemplary second vehicle106as shown and described herein for the exemplary first vehicle104. As illustrated inFIGS.19-20, in some vehicles (e.g., vehicles with a roof bow) it may be necessary or desirable to mount the soundbar100by tilting the tube136and inserting one end portion140into the cradle182of one of the first or second brackets164,166, then raising up the tube136and sliding the other end portion140into the cradle182of the other of the first or second brackets164,166. The position of the tube136can be adjusted until the soundbar100is centered between the first and second brackets164,166and the end portion apertures142and the cradle apertures186of the first and second brackets164,166are aligned. FIG.21is a front view of the tube136and attached soundbar100illustrating possible securing locations of the speaker wires162. The speaker wires162may be routed from the rear side124of the soundbar100through the notch160in the tube toward the right (driver side) and left (passenger side) of the vehicle. A strap214, such as including a hook and loop material like VELCRO®, may be secured around the tube136at the notch160to keep the speaker wires162aligned and prevent twisting or damage. Additional straps216may be used in various locations along the tube136to secure the speaker wires162to the tube136. In one or more embodiments, the speaker wires162have connectors218on each end thereof which may be plugged into the factory speaker connectors (not shown), such as previously connected to the removed factory speakers204, to connect the soundbar100to the vehicle audio system. The mounting kit108securely mounts the soundbar100so that shock or force encountered during operation of the vehicle will not dislodge the soundbar100from the roll cage102. Unlike prior art C-clamps which had to encircle the cross member110, the first and second brackets164,166described herein may be mounted to any diameter or size of cross member110with the resulting position of the soundbar100close to the cross member110. The mounting kit108and method provide optimal placement of the tube136and attached soundbar100behind and above the rear seats109while avoiding any interference with the deployment of side curtain air bags. While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. | 15,143 |
11858429 | DETAILED DESCRIPTION FIG.1shows an exploded view of a structural unit100according to the invention for provision in the front end of a motor vehicle. The housing-like support body1has in its interior the installation space for receiving the environment sensing systems2, the control device6and the central interface9. The structural unit100is connected centrally in the front end of the vehicle by means of the webs and lugs formed on the support body1. The environment sensing systems2comprise a lidar sensor21including an associated adjustment frame20, a radar sensor22and a camera23. The adjustment frame20is used for fine adjustment of the lidar sensor21, since the orientation of the sensor21for correct long-range detection must be carried out with arcsecond precision. Alternatively, the aforementioned sensors (21,22,23) can each be positioned on a separate or a common adjustment frame (20). The protective front cover3, which is sealed with the support body1, is arranged in front of the environment sensing systems in the direction of travel. Said front cover is made of, for example, polycarbonate and is thus permeable to the electromagnetic measuring signals of the environment sensing systems2. Since the laser signal of the lidar sensor21would already be scattered with fine scratches on the surface of the front cover3, the front cover3has a recess in the area in front of the lidar sensor21, in which recess a pane31, which can be exchanged if necessary and which is preferably made of mineral glass, is received. In addition, a cleaning system4in the form of a mechanical wiper is also fitted in this area, which cleans the pane31of equally light-scattering or light-absorbing impurities. At the side of the support body1are the detachably connected housings51,52for accommodating the headlights. The connection points between the support body1and the housings51,52are designed as feedthroughs7in the form of hollow profiles. Cables for electrically connecting the headlights to the control device6, which is arranged in the support body1to control the light functions of the headlights, can be guided through the feedthroughs7. Below the support body1, the structural unit100has the display8, which is detachably connected to the support body1, wherein the feedthrough81is used for electrically contacting the display8. In an alternative embodiment, the displays can also be integrated in the support body, so that the front cover also covers the displays. The central interface9is used for contacting the onboard electrical and electronic systems. The central interface comprises contacts and connections for all electrical or electronic components included in the structural unit100. The tail cover for closing the support body1, which is arranged behind the central interface, has suitable electrical feedthroughs for establishing contact between the central interface9and the onboard electrical systems. Alternatively, cable connections from the respective components of the structural unit can also be routed through the tail cover10by omitting a central interface9. The closure of the vehicle front end is formed by a vehicle-specific design cover203or alternatively by another design element, such as a windshield. FIG.2shows a schematic front view of a motor vehicle200according to the invention having a structural unit100according to the invention provided in the front end201. The closure of the front end201, that is, a cover or another design element, is not drawn for purposes of clearer presentation. In this case, the environment sensing systems2and100, which are received in the support body1, comprise a lidar sensor21, a radar sensor22, and a centrally disposed camera23. Three displays8are arranged below the support body1. The housings51,52for the headlights202, which are connected laterally to the support body1, are of very small dimensions thanks to the inventive integration of all sensors2into the support body1. The entire structural unit100thus occupies a central area of the front end201of the vehicle200and can be equipped according to requirements due to its modular character. For example, in the case of provision on a vehicle with an internal combustion engine, there are boundary conditions with regard to ensuring an adequate supply of cooling air into the engine block, whereas in the case of an electrically powered vehicle there is greater freedom with regard to the design of the structural unit100. The design of the invention is not limited to the preferred embodiments described above. Rather, a number of variants are conceivable, which make use of the presented solution even with fundamentally different versions. All features and/or advantages deriving from the claims, description or drawings, including design details and spatial arrangements, may be essential to the invention, both individually and in a wide variety of combinations. The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are to be included within the scope of the following claims. | 5,238 |
11858430 | The visible side14of the decorative material11inFIGS.1and2faces upwards into the vehicle interior. In the enlarged view inFIG.2, it can be seen that the rear face13of the decorative material11is adhesively bonded to the film20over the entire surface thereof. The decorative material11and the film20can be cut to size prior to prefixing. The film20is preferably a latent reactive adhesive film which can be converted into the slightly tacky state, for prefixing at a first temperature T1and at a first applied pressure p1that are approximately 50° C. and 5 N/cm2. In this state, the side of the film20that faces upwards inFIG.2is slightly adhesively bonded (prefixed) to the rear face13of the decorative material11. This prefixing is sufficient for preventing detachment of the adhesive film from the decorative material11or slipping during storage or during the perforation process. For example, the film obtainable from H. B. Fuller, under the name Flexee™ EM9002, can be used as the film20, wherein a layer thickness of 100 micrometers is preferred. Following prefixing, the perforations12can then be introduced, by means of a UV laser, into the blank constating of the decorative material11and film20. Within the context of the invention, it has been found that a UV laser having a wavelength of 355 nm allows for complete perforation of the leather11, without the film20that is adhesively bonded to the rear face13of the leather11also being perforated. The method according to the invention thus achieves selective perforation of the leather11in the leather/film compound structure. In this case, the perforations12extend through the decorative material11, but not through the film20. InFIGS.1and3, the spacings of the perforations12are different from one another in part. The perforated blank can then be activated to the activation temperature T2of 75° C. to 110° C., optionally after storage of up to six months, and the perforated blank can then be permanently adhesively bonded to the illumination means18under an applied pressure of 5 to 20 N/cm2. A rigid adhesive bond between the film20and the illumination means18is achieved thereby. Under the activation conditions for the permanent adhesive bonding, it is simultaneously possible to also achieve complete crosslinking of the adhesion between the decorative material11and the film20, which adhesion is still incomplete from the prefixing. If desired, a spacer fabric or foam26can subsequently also be laminated onto the side of the illumination means18remote from the decorative material11, and the compound structure can then be adhesively bonded to a carrier part25of a door panel by means of the lower face of the spacer fabric or foam26. Of course, it is also possible for the spacer fabric26to first be adhesively bonded to the carrier part25and for the compound structure consisting of the decorative material11/film20/Illumination means18to then be adhesively bonded thereto. It is likewise possible for the spacer fabric or foam26to also be omitted in the layer structure. The illumination means18comprises a light source21such as an LED lamp, a flexible or rigid light guide22, a reflector24and a diffuser23. The diffuser23is planar and may be a non-woven fabric for example. Said diffuser renders diffuse the light source generated in the light source21, and thus prevents directed dazzling light radiation. In this variant, the diffuser23forms the upper outer face of the illumination means18. If diffuse backlighting is not desired, the diffuser23can also be omitted. In the variant according toFIG.3, the diffuser23is adhesively bonded directly to the light guide22. In the variant according toFIG.4, a gap27is provided between the diffuser23and the light guide22, which gap brings about more homogeneous and more uniform irradiation than in the case of the structure according toFIG.3. The gap27is generally achieved by means of the diffuser23and the light guide22being spot-welded at some points. Instead of the diffuser23, which may be a semitransparent carrier for example, a transparent carrier25can also be used. | 4,108 |
11858431 | We have thus represented, inFIG.1, a three-dimensional thermoformed set 1, of the PIV (vacuum insulation panel) type. This set includes:a porous structure5in three dimensions, andan external envelope7comprising (or consisting of) a wall7a. It is to be understood that the expression “in three dimensions” (3D) is equivalent, as in the common sense, to not (integrally) plane. The thermoformed set 1, like thus the fibrous textile structure5, is represented bent-shaped; but they may also present local corresponding reliefs and/or depressions, as for example in zones respectively25,27inFIG.7, or inFIGS.5,6(zones21,23). These depressions and reliefs may be defined as embossings. The porous structure5will be advantageously based on powder or a fibrous textile structure and thus will include fibers3which are polymeric, mineral (glass, basalt for example) or natural (cellulose, flax, hemp for example). The fibrous textile structure5is then a woven or non-woven fabric. A felt will be interesting for its intrinsic compression (felt is a compressed, non-woven structure obtained by pressing and agglutinating fibers). In addition to this intrinsic compression, the felt would advantageously be compressed later in the shaping mold (30aor30bbelow;FIGS.11-13). An aerogel is also possible, but if compression of the porous structure is not in its favour. Avoid using a foam that loses its thermal insulation quality after a certain degree of compression. Felt, or more generally the fibrous textile structure5, may be presented as a slab (seeFIG.8: e<<L) or a block (e<I<L). The shape will typically be 2D (flat). A chemical binder is not required (solution ofFIG.8). Wall7ais thermoformable, in the sense that it then comprises a polymer film that has been thermoformed: polymer alone or metal lined, such as a complex or composite film: metallized PET film where PET has been sprayed with aluminum. The polymer film (alone or thus metal-backed)7awill have been thermoformed at the location of the two major (or main) surfaces, S1and S2FIG.3or6(surfaces opposite each other, in dashed lines), between which the fibrous textile structure5, which is three-dimensional, is bent-shaped and/or has reliefs21and/or depressions23. This thermoforming of the polymeric film7awill thus not have been limited, as in a 2D flat piece, to the minor/marginal peripheral zone in terms of surface area (zones7bFIGS.1,3since these are sections) where there is inter-bonding of the sheets forming the wall7aand where these sheets are sealed together, typically heat-welded, to close the envelope. Envelope7contains in a closed manner the porous structure5; and its wall7afollows the shape of this porous structure, where it faces it (major surfaces S1and S2). As shown inFIG.8, the porous structure5will look favorably as at least one plate differing from a block in that there is then a ratio of at least five between the thickness e3and the length (L3) and width (I3). As mentioned above, the sealing of the wall7acould have consisted of gluing or welding. This confirms that, in the three-dimensional set 1 formed in three dimensions, the porous structure5and the envelope7retain, as initially, their respective structural identities. They are not fused together. They remain distinctly identifiable; they are structurally independent of each other: It is possible to cut the envelope7and remove it from its position around the fibrous structure5without having to tear it off. It is therefore not a coating or surface layer (coating as in U.S. Pat. No. 4,035,215). If it is a “film”, material7awill have a favorable thickness between 30 and 800 microns, preferably between 50 and 150 microns. In the hypothesis of a porous structure5, such as for example fibres3without binder (see below andFIG.8, in a raw form of the product, before wrapping and thermoforming) but joined in a felt, it is recommended that the set 1 has a maximum thickness less than or equal to 20 mm, preferably 8 mm and preferably 3 mm. And if a thermoformed polymer-based film7ais used, it is recommended that it then has a tensile strength such that the desired integrity of the 3D shape is maintained. This tensile strength (“tensile strength”, often abbreviated as (TS), or “ultimate strength”, Ftu) of a typical7afilm, whether in a version after the above-mentioned thermoforming step, or before (state of this film as marketed before its implementation in accordance with the present invention), will be favorably higher than 1 MPa, and preferably between 10 MPa and 300 MPa and even more preferably between 50 MPa and 100 MPa. If these characteristics are not respected, the relatively free character of the porous structure5and the mechanical resistance of the envelope7, whose thermoforming will thus have fixed a common “3D” shape by constraint of the said structure and softening of the film7a, will not be able to ensure that the thermoformed assembly1maintains its 3D shape over time:following the relaxation of stress of the porous structure after thermoforming,and the wrapping film will not be able to prevent this. Hence a possible preference for a slightly thicker metal7awall. As will also be seen in connection withFIG.6, it is also possible with such characteristics to obtain that the assembly1has first zones10a1with a first thickness e1and second zones10b1with a second thickness e2greater than the first thickness e1(e1<e2), the first zones10a1having a higher pore structure density5than the second zones10b1; seeFIG.7, where, if the maximum thickness is assumed to be e2, e2≤58 mm and preferably e2≤3 mm are shown. If the porous structure5is free of binder9, the respective densities of porous material3in the first zones10a1and second zones10b1will each be uniform (equal) throughout the respective thicknesses e1, e2. These density variations between zones such as10a1,10b1may be achieved by starting from different thicknesses of these zones from each other (e1+X and e2+X respectively). The globally uniform compression on the outer surface of the porous structure5, created during the thermoforming of the barrier wall7a, will allow the above-mentioned thicknesses, e1and e2respectively, to be achieved. As a second hypothesis, it is therefore possible that a chemical binder is present in the porous structure5. Once compressed/formed in 3D, the porous material3will then keep this state by itself. The manufacturing technique may be that of EP-A-2903800, a fibrous structure and a manufacturing process are known from the documents DE 103 24 735. Epoxy or phenolic resin may be used as binder9. In this case, it may be assumed that the formed unit1has a maximum thickness e,e2,e3of more than 3 mm. Binder9is used both to shape the porous structure5(during thermoforming) and to maintain its shape integrity over time. When using a heat-reactive binder9, such as polypropylene or phenolic resin, the porous material should be heated so that the porous material melts and a rigid, non-deformable molded part is formed. With or without binder9, the forming of set 1 may take place in a forming mold30aor30b(FIGS.11-13):a) the material of the raw structure5, in a priori 2D form (plate or block in particular; in one or more pieces) and in a compressed state (as is for example a felt), is first interposed between two major surfaces S1,S2of the said barrier wall7a, as shown inFIG.12,b) then, by contact between the two minor (peripheral) surfaces7b1,7b2(cf.FIG.1, thus smaller surfaces than the major surfaces mentioned above and which together form the said minor/marginal peripheral surface or zone) of this wall7a, the envelope7is sealed airtight,c) and a reduced pressure is established between less than 105Pa and more than 10−2Pa,d) furthermore, once the envelope7is closed, the porous structure5is given the expected three-dimensional shape: bent-shaped and/or with reliefs21and/or depressions23, by pressing the envelope against said mold, thus creating a deformation of the barrier wall7aand the porous structure5. Although an exclusively metallic7awall of a few tenths of a mm thickness may be suitable, it may be preferable, in step a), to choose a thermoformable wall and then, in step d), to heat this wall so that the two heated major surfaces S1,S2soften. This ductility is then used to shape the wall7aand the material of structure5under pressure by means of casting, after which it is allowed to cool. If the polymer film7aoption is chosen, it may be a polyimide or PEEK film, or polyethylene, or polypropylene. In step d), the molding may include a casting between a male element340aand a female element340bof a mold30a, for bending and/or embossing, as shown inFIG.11. However, to facilitate the making of the shapes, it may be proposed a deformation by pressure against a mold30bincluding:a molding between:a male element or female element, both for bending and/or embossing,340aor340b, from which a first of said two major surfaces S1,S2is approached, anda deformable membrane340cwhich, by depression (arrow FFIG.13), will be applied against the second of said two major surfaces S1,S2,and a heating, up to the thermoforming temperature of the polymer barrier film7a, this until the porous structure5, interposed between the male element or female element and the membrane340c(which will substantially conform to the shape), be given a three-dimensional shape, bent-shaped and/or having the aforementioned reliefs and/or depressions, as shown inFIG.13. The deformable membrane340cmay be made of flexible plastic or rubber-based material that may withstand a temperature of 140 to 200° C. At least one thermal insulator11may be usefully added to the above assembly1, in the envelope7, so that at ambient temperature and pressure, assembly1presents, through the film7a, a coefficient of thermal conductivity (λ) lower than 40 mW/m·K, and preferably lower than 20 mW/m·K; seeFIG.2. In addition, with the protective wall7a, the thermal insulation11may then be usefully dispersed in structure5. With particles as material of the thermal insulation11, a variable concentration may be achieved at different locations. This is also possible if at least one phase-change material (PCM) is also present in the envelope7, which may be dispersed in structure5(FIG.3). FIGS.4-6show preferred operational examples of variable densification/dispersions of material3and particles11and/or13, in the porous structure5, under the envelope7. In the example inFIG.4, structure5includes, peripherally, overdensification or overconcentration e.g. in fibres3and (particles of) MCP13. The overdensification in material3is located around the attachment areas of part1corresponding to the through-passages (circles), some of which are referenced15. This overdensification may result from an initial dosing, e.g. of fibers, which is higher in some areas than in others. It may also result from a higher compression in some areas than in others. In the example inFIG.5, structure5of part1is thinner in part10a2(thickness e1) than it is in part(s)10b2(thickness e2). It is in part10a2finer that there is over-densification or over-concentration in (particles of) thermal insulation11, to compensate for the lesser thickness and maintain homogeneous thermal conductivity. In the example shown inFIG.6, the porous structure5of part1is overloaded with material3(e.g. increased fiber density) in zones10c, where the part may be fixed, e.g. by means of rods17, and where the part has corners, i.e. areas of potential mechanical weakness. Like zones15, zones10cdefine integrated zones of reinforcement or mechanical structuring, without the need for external reinforcement. In zone(s)10dthe structure5is (over)loaded with MCP13, where part1has one or more thermal exchange zone(s) with a refrigerant or heat transfer fluid19. Thus, the areas of (over)densification or (over)concentration of particles and/or fibres may be precisely and appropriately located where required. As already mentioned, a notable field of application of the invention is that of vehicles. The three-dimensional assembly formed1may in particular define there an internal lining member of a structural element, said structural element separating between them an external environment and an internal volume to be insulated or thermally and/or acoustically protected from this external environment, this with constraints of exiguous volume, particular shapes and/or weight to be limited as much as possible. Thus one may seeFIG.9an example of assembly30, in a vehicle31(here an automobile, but it could be an aircraft, in particular an aircraft cabin). This assembly includes:a structural element33interposed between an external environment (EXT;35) of an internal volume (INT;37) of the vehicle, this internal volume (typically the passenger compartment of the vehicle) being to be thermally and/or acoustically protected from the external environment35, andan inner lining member39for lining the structural element33, the inner lining member comprising the set as 1 above. The lining member39is thus interposed between volumes35and37. The structural element33may be a door panel, made of metal, of composite (i.e. composed of several materials; for example a mixture of synthetic resin and mineral, natural or synthetic fibres) or of plastic. It defines in the example the structural frame of a car door. At the exterior side, a door panel metal sheet41may be attached to it, for defining the exterior body of the door. At the interior side (passenger side), an interior trim panel43may be attached to it, so that assembly1is interposed between the metal sheet41and the interior trim panel43. The bent-shaped form (or bending) and/or reliefs21and/or depressions23of structural element1are engaged at least in part with the complementary curved shape and/or recessed shape231and/or reliefs211of the structural element33, so that they respectively substantially conform to at least part of the contour thereof; seeFIG.9. In the totally closed envelope7of this set 1 may be found, as shown inFIGS.5,6(which may be considered as two respective cuts, in the direction of thickness, at two different places of the surface defined by set 1, see hatchingFIG.9):at least one priority area10dwhere a thermal exchange to be controlled between the external environment35and the internal volume37has been identified,and/or at least one zone (10a) of lesser thickness (e1),and/or attachment zone(s)10c, where assembly1is attached to structure33. These attachments to structural element33may include screwing, riveting or other fasteners, for example, via rods17. And the envelope7will then also contain at least one of:a filler of (particles of) a phase change material13(PCM) and/or a filler of (particles of) a thermal insulator11, where the said preferred thermal exchange zone(s)10dis/are located,and/or an overload of material3, where the attachment zone(s) is located and/or where the zone(s) of lesser thickness (e1) is located. Rather than, as shown inFIG.6, where a filler of (particles of) MCP13is therefore found in the envelope7where part1has one or more thermal exchange zone(s) with a refrigerant or heat transfer medium19, a filler or overfill with thermal insulation11(such as at least one layer of polyurethane) is preferred here, or polyester fibres dispersed in the porous structure), where the preferred thermal exchange zone(s)10dis located, i.e. where one or more zones have been identified, in the direction of the thickness (e) of the envelope7, where the local thermal conductivity coefficient (λ) is higher than a predefined threshold, between volumes35and37. InFIG.10, another advanced assembly conforming to the invention has been schematized. The environment is that of part of the body44of an all-electric or hybrid motor vehicle45or of a protective plate33aattached to the battery compartment36and/or the body44of the vehicle (here, body and chassis of the vehicle are confused). An electric battery pack47for the electrical supply of the vehicle, contained in the closed compartment36, is to be installed:in the interior volume37,or in the immediate vicinity of it, for example outside just under the box44, in the said compartment36, via for example the protective plate33awhich may be fixed to the box, under it, by screwing. The above-mentioned structural element33may therefore be defined by a protective plate33a. The metal plate33aextends like a floor (or is a part of it) and provides protection against, for example, scratches. A part of it may be seen inFIG.10. The above-mentioned inner lining member39e is in the example defined by one or more trays390comprising one or more elements1, with a 3D shape (here partly bent-shaped), interposed between the external environment35and a cooling plate41of the battery pack47. The cooling plate41comprises channels49for the circulation of a cooling fluid arranged in thermal exchange with the battery pack47. In communication with a thermal exchanger51located further in the vehicle, the coolant flows through channels49via an inlet49aand outlet49bthat communicate with channels49. The underside of the support plate53, on which the electric battery pack47rests, forms a cover for the channels49, which rest tightly against it by their edges. In addition or alternatively the support plate53may be part of the battery compartment in which the battery pack47is enclosed. To form a thermal barrier to the external environment35, especially for battery pack47, the (each) thermally insulating element1is sandwiched between plate33aand cooling plate41. With its lower side41aand upper side41bbeing the mirror image of each other, plate41has reliefs and depressions, at least some of which are defined by channels49on the upper side. The protective plate33aalso has reliefs330and depressions331. And element(s)1itself has, as already indicated, said reliefs210and depressions230, here on the two major surfaces (lower and upper) of the thermoformed barrier wall; but these reliefs and depressions are different on the lower and upper faces, since, facing each other, the reliefs and depressions of plate33aand plate41are different from each other, but complementary to those of element(s)1. Therefore, on the said major surfaces of the barrier wall (7a):the respective reliefs of element(s)1are engaged with the respective depressions of plate41for cooling and plate33afor protection,and said respective depressions of element(s)1are engaged with the respective reliefs of cooling plate41and plate33a. It must also be understood that the solutions that may be associated between the modes of realization, as well as between the figures, are transferable from one realization to another and may thus be associated between them. Another efficient aspect has been schematized inFIG.14. This is a solution where both thermal and acoustic problems may be treated in a refined way. This solution proposes in fact to obtain a reinforced thermal insulation and a relevant acoustic insulation, by associating:with a structural element33thus separating an external environment35from an internal volume37to be thermally and/or acoustically protected,an inner lining member391of structural element33, element391comprising at least one said thermal insulating element1. More precisely, it is first proposed to use the above assembly, with the said at least one thermal insulating element1comprising its porous structure5in its envelope7formed by the barrier wall7a. This wall7is always thermoformed at the location of the said two major surfaces (S1, S2) between which the porous structure5, which is three-dimensional, thus bent-shaped and/or having reliefs and/or depressions, as shown in the diagram. However, in this solution it is furthermore provided:that this porous structure5defines a first porous structure comprising a porous material5ahaving a first density,that the inner lining member391further comprises a second porous structure50comprising the same porous material (5a), or a different porous material5b, having a second density. The second density is lower than the first density, and the first porous structure5is superimposed with the second porous structure50. Superimposed here means that we have a double thickness: the cumulative thickness of the porous structures5.50between zones35and37. The superimposition of these structures is not necessarily in a horizontal plane; it may be for example in a vertical plane, as in the example of a car doorFIG.9. It should be noted in this respect that applications other than on a vehicle are possible; in the building for example. This being said, one should also note:that the second porous structure50is bent-shaped and/or has reliefs21and/or depressions23, andthat element1thermal insulation and the second porous structure50are:enclosed together in a second envelope70having wall70a,and interposed between two major surfaces S10,S20of said wall70a, said wall70abeing thermoformed at the location of said two major surfaces S10,S20. It will have been understood that the two major surfaces S10,S20are the image on envelope70and its wall70aof the two major surfaces S1,S2on envelope7and its wall7a. The minor/marginal peripheral zone in terms of surface, here70bimage of7b, remains. The second envelope70is not necessarily under vacuum. The second porous structure50may be in a third vacuum envelope, itself then housed, with the first envelope70, in the second envelope70. Typically less compressed than the first porous structure5, the second porous structure50will have a thickness e20greater than the thickness e10of the first porous structure5, this being to be considered everywhere or on most of at least the larger of the surfaces of the two porous structures5.50. The thickness e20may be from 3 to 15 mm. The thickness e10may be from 0.5 to 2.5 mm. The first density may be from more than 100 to 800 kg/m3; the second density may be from 5 to less than 100 kg/m3. The first porous structure5provides relevant thermal and acoustic insulation. The second porous structure50ensures a reinforced thermal insulation and a more limited acoustic insulation in low frequencies, but good in high frequencies. We thus obtain a hybrid solution with a heavy assembly (mass effect) that absorbs in low frequencies (20 to 200 Hz) through the first porous structure5and in high frequencies (above 200 Hz) through the second porous structure50. Several other applications are further presented below, with reference toFIG.15and following: (a) Firstly, the applications relative: to a part of the vehicle body (30or45), such as a roof (or part of the roof)60, or more generally:to a structure of limitation of the passenger compartment61of a vehicle. The uprights or the body and their lining in the passenger compartment are therefore concerned. The term passenger compartment is to be understood as “space receiving occupants to be transported” and an aircraft is a “vehicle”; therefore an aircraft fuselage is also concerned. In the example inFIGS.15-17, it is a roof angle that is located. The roof (or part of the roof)60comprises successively, in the direction of thickness, from the external environment35to the internal volume37(passenger compartment61):the body63(which could be the fuselage), a plastic, metal or composite structural part with, in the interior lining:a layer of air65(5 to 15 mm thick; often 8 to 12 mm), then the assembly already presented including:a structural element33, as previously interposed between the external environment35and the internal volume37to be protected,and a said inner lining member393of structural element33, the inner lining member thus comprising at least one said three-dimensional, vacuum thermal insulating element1, the thermal insulating element (1) comprising (not illustrated),the porous three-dimensional compressed structure5,the envelope7closed in an airtight manner and whose barrier wall7a(and/or7b) is thermoformable,and a soft lining or liner67. Typically, the liner67may be a fabric (woven, woven or non-woven yarns) and is lined with a foam layer69on the inside, between barrier wall7aand liner67. Together, the foam layer69and the liner67may be of 2 to 5 mm thick, the thermal insulation element1of 3 to 6 mm, the structural element33of 4 to 10 mm. The structural element33(which may be composite) actually forms a second part of the so-called “structural element”, the first part being formed by the outer body63. An approximate top view of the roof part60of the vehicle, which is lined by the structure shown below, is shown inFIG.15; the front of the passenger compartment (of the vehicle) is front, the rear is rear; the schematic boundaries are shown inFIG.15; the thermal insulating element1may be in one or more parts to occupy at least most of the surface. The longitudinal axis is X1. Through the part of the roof60(and of the thermal insulating element(s)1, may be if necessary provided passages71a,71b, for ceiling lights of the front and rear seats respectively. Following the cross section line XVII-XVII, the roof part60is rounded off laterally, in60a(idem on the opposite side, in60b), in particular. Thus, the porous structure5, which is three-dimensional, is at least bent-shaped, as shown inFIG.17, with a detail according to for exampleFIG.3or14. (b) Next (seeFIGS.18-20), the applications relating to the insulation of an aircraft fuselage75, insofar as it may be a variant of that ofFIGS.15-17, in the fuselage/aircraft cabin application. As schematized on theseFIGS.18,19, a fuselage wall75(which is a kind of box) comprises successively, in the direction of the thickness, of the external environment35towards the interior volume (cabin)37:as a structural element mentioned above and, as previously, interposed between the external environment35and the internal volume37to be protected, sheet metal (forming the external body that may be seen outside the aircraft)77, typically metallic or composite structural parts with thus, as an internal lining:a layer of air79(of 50 to 150 mm thick; often 60 to 100 mm), then the assembly already presented comprising at least one said inner lining member (395) of the structural element77, the inner lining member thus comprising (although not illustrated here) at least one said element1three-dimensional thermal insulation, under vacuum, the thermal insulation element1comprising:the porous three-dimensional, compressed structure5,envelope7airtightly closed and having a barrier wall7a(and/or7b) thermoformable, and.a trim lining (or inner lining)80(flexible or not) which is internally lining said at least one thermal insulating element1. Further, in the direction of thickness, one may also prefer:that a so-called first layer81of thermal (for example a bagged fibrous material) and acoustic insulation material be interposed between the said at least one thermal insulation element1and the said trim lining80(which forms the “surface” or innermost wall of the fuselage wall75/the one you see in the passenger compartment (known as the “interior”37/61), and/orthat a layer of foam83be interposed between the so-called first layer81and the trim lining80. To further strengthen the insulation, a so-called second layer85of thermal and acoustic insulation may be interposed between sheets77and the air layer79. Typical thickness of the sheets77is 1.5 to 3 mm; the first and second layers81,85are 15 to 30 mm thick. Apart from the plates77, at least part of the above-mentioned elements (thus forming the set75FIGS.18-19) may be separated from the plates, in the thickness direction, by frames89(including frames890for porthole95) and/or rails91and/or stringers93. As for the part of the roof60, following a cutting line parallel to the thickness of the overall fuselage wall75, this wall has a curved shape (or said bent-shaped form), as illustrated inFIGS.18-19, or even reliefs and/or depressions, for example at the place (around) portholes95. Thus, there again, in particular the porous structure5, which is in three dimensions, is at least bent-shaped, as it was schematized at the place of the tearing offFIG.19. (c) Then again (seeFIG.20) is schematized a realization relative again to the insulation of a fuselage75, but at the place of frames89; it could however be rails91, or stringers93, all fixed (for example by welding) with the plates77which cover them. In a conventional way, the most structuring structures are the stringers93which, like the rails91, extend parallel to the longitudinal axis (aircraft axis) X2. Frames89extend circumferentially, around the X2axis. In this case, the said “structural element” of the insulation assembly already presented is considered to be the assembly formed by the outer body (defined by the plates77) and the frames, or the rails or the stringers, fixed with radially inner. As shown in the diagram, the proposed solution is to equip at least part of this assembly by insulating individually the frames in the example, each with an inner lining member comprising at least one said three-dimensional, vacuum thermal insulating element1, the thermal insulating element1always comprising:the porous three-dimensional, compressed5structure,the envelope7closed in an airtight manner and whose barrier wall is thermoformable. Thermal insulating element1may be covered with an aesthetic coating99(such as a liner) that may be found in101as an inner lining of the outer body/sheet77. In the example, the insulated portions (frames89) protrude radially inward from the sheets77. Each thermal insulating element1extends around the accessible part of the frame concerned. It may be conformed to the shape of the frame because the barrier wall7a(and/or7b; not shown) has been thermoformed and the porous structure5(idem) is three-dimensional and has been shaped by compression. The two elements1and89are then engaged one within the other. The result is a solution that combines efficient insulation, light weight, small dimensions, ease of installation and maintenance. Between the insulated part (frame89) considered and the thermal insulation element1that extends around it, one may even interpose a layer of traditional insulation97(such as glass wool) whose maintenance in place is facilitated/assured by the fixed shape of the thermal insulation element1, which may be fixed to the said insulated part (frame89), by gluing or other means. In terms of fixing or holding, the cohesion between the elements of the roof part60or the fuselage structure75may for example be ensured by gluing and/or screwing, with the presence of spacers if necessary. The assembly is made up of two layered structures wrapped or not in a bag70:the first one (element5) is a porous material (density more than 100 to 800 kg/m3) in a vacuum envelope of the PIV type,the second one (element50) is a porous material of very (more) low density (from 5 to less than 100 kg/m3) with good thermal insulation properties and good sound absorption properties in high frequencies (above 200 Hz). The combination of these materials allows a good compromise of thermo-acoustic insulation. It should be noted that the solution described in connection withFIG.14, or with the said first and second porous structures claimed, may find an application in the solution ofFIGS.18-20or its claimed generalization:cold frame (or equivalent): a low-density insulating element (such as a block, e.g. of glass wool) packed with PIV 5/7 in a 70 fire-rated70afilm envelope (meeting UL94 V0 and/or FAR 25.856 specifications) is attached to frames89and/or at least one metal sheet panel77, to ensure the expected thermo-acoustic properties;fuselage: an insulating element (e.g. glass wool, corresponding to said second porous structure50and comprising a porous material5aor5b), assimilable to the first insulation layer81packed in PIV 5(5a)/7, in a envelope70having a fireproof film70a, is fixed to the frames, rails, or stringers and/or to at least one metal sheet panel77and/or to the trim lining80, to ensure the expected thermo-acoustic properties; In the application to the passenger compartment wall as shown inFIGS.15-17, or its transposition as claimed, the outer envelope70having film70ais optional: the PIV defined by element5in its watertight envelope7is combined with the insulation formed by the said second porous structure50(e.g. glass wool or foam) attached for example to the lateral ends of the roof (mechanical or chemical attachment). The air layer65may be established by means of spacers, not shown. Although not shown, element1for the thermal insulation of the solutions shown in connection withFIGS.15-20may advantageously be supplemented in such a way that the inner lining member (392FIGS.17,19,20) additionally comprises a second porous structure50comprising the same porous material5a, or a different porous material5b, having a second density, the second density being lower than the first density and the first and second porous structures (5,50) being superimposed, as shown inFIG.14. | 33,103 |
11858432 | DETAILED DESCRIPTION OF THE EMBODIMENT The following detailed description is merely exemplary in nature and is not intended to limit the described embodiments of the application and uses of the described embodiments. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to practice the disclosure and are not intended to limit the scope of the appended claims. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. As used herein, the word “or” is intended to be inclusive. Detailed reference will now be made to a first potential embodiment of the disclosure, which is illustrated inFIGS.1through4. The identification display bag with camera system100(hereinafter invention) comprises a document pouch200and a camera230. The document pouch200may be detachably coupled to the outside of a vehicle900and may be adapted to hold one or more identification documents920for inspection by a law enforcement officer910during a traffic stop. The camera230may record video and/or audio during the traffic stop. The invention100may be adapted to allow a driver to keep the driver's hands visible on a steering wheel to establish a safe environment for both the driver and the law enforcement officer910. The law enforcement officer910may observe that the driver is not reaching for a weapon and the law enforcement officer910may be less likely to react to a perceived threat. The video and/or the audio may be available for review after the traffic stop, if necessary. The document pouch200may be a clear container for the one or more identification documents920that the driver may be required to show during the course of the traffic stop. As non-limiting examples, the one or more identification documents920may comprise a driver's license and/or a registration card. The one or more identification documents920may be placed into the hollow interior of the document pouch200through a top aperture206. Both the front and back sides of the one or more identification documents920may be visible through a front side202and a rear side204of the document pouch200, respectively. The rear side204of the document pouch200may comprise a magnet208located on the outside of the document pouch200. The magnet208may be operable to retain the document pouch200on the side of the vehicle900. As non-limiting examples, the document pouch200may be adapted to be placed onto a driver side door902by the driver or onto a passenger side door by a passenger. The document pouch200may comprise a flap210that may be operable to cover the top aperture206. The flap210may be hingedly coupled to the top of the rear side204of the document pouch200and may be pivoted forward to cover the top aperture206and hang down over the front side202of the document pouch200. The flap210may be moved to an open position290to reveal the top aperture206for inserting or removing the one or more identification documents920. The flap210may be moved to a closed position292to retain the one or more identification documents920within the document pouch200. The flap210may comprise a camera aperture212. The camera aperture212may be an opening in the flap210to assure that the camera230is not covered by the flap210. The camera aperture212may be positioned on the flap210to align with the camera230which may be coupled to the front side202of the document pouch200. The document pouch200may comprise a clasp214. The clasp214may be a fastener that may be operable to hold the flap210closed. As a non-limiting example, one half of the clasp214may be coupled to the front side202of the document pouch200and the other half of the clasp214may be coupled to the inside of the flap210such that the two halves of the clasp214align when the flap210is closed. The document pouch200may be water resistant to protect the one or more identification documents920from rain or other sources of moisture. The camera230may be coupled to the front side202of the document pouch200such that the camera230aligns with the camera aperture212in the flap210when the flap210is in the closed position292. The camera230may have an unobstructed view of an area adjacent to the vehicle900through the camera aperture212. The camera230may be water resistant such that the camera230is not harmed by exposure to rain or other sources of moisture. The camera230may comprise a lens232that is oriented to point away from the vehicle900. In some embodiments, the lens232may be a wide angle lens. The camera230may comprise a microphone234. The camera230may be operable to record the video and/or the audio that may chronicle events taking place during the traffic stop. The video may be converted into a digital representation of one or more images captured by an image sensor located within the camera230. The audio may be converted into a digital representation of one or more sounds captured by the microphone234. Digital representations of the images and sounds may be stored in one or more memory modules. The camera230may comprise a wireless communication interface250. As non-limiting examples, the wireless communication interface250may be based upon Bluetooth or BLE standards and protocols. The wireless communication interface250may be operable to communicate with an application program270executing on a smartphone930. The application program270may be operable to start and stop the recording of the video and/or the audio from a user interface272that may be presented on a display932of the smartphone930. Alternatively, the camera230may be commanded to start and stop recording manually using controls that may be accessible on the camera230. The application program270may be operable to initiate the transfer of the digital representations of the images and sounds from the camera230to the smartphone930. The digital representations of the images and sounds may be reproduced on the display932of the smartphone930using the display932and audio components of the smartphone930. The digital representations of the images and sounds may be transmitted over one or more communication networks from the smartphone930to other electronic devices for archiving and/or playback. As non-limiting examples, the other electronic devices may comprise other smartphones, laptop computers, tablet computers, desktop computers, server computers, and any combination thereof. In use, the driver may place one or more identification documents920into the document pouch200and the document pouch200may be detachably coupled to the driver side door902using the magnet208on the rear side204of the document pouch200. As a non-limiting example, the one or more identification documents920may be placed into the document pouch200and the document pouch200may be placed on the driver side door902by the driver while waiting for the law enforcement officer910to walk to the vehicle900during the traffic stop. Documentation for the passengers may also be placed into the document pouch200in anticipation of the law enforcement officer910wanting to see the one or more identification documents920of the passengers. Alternatively, the document pouch200, or a second document pouch, may be placed on a passenger side door by a passenger. The camera230may be activated using either controls on the camera230or an application program270executing on a smartphone930that is in wireless communication with the camera230. The driver and the passengers may place their hands high in front of them, for example on the steering wheel, dashboard, or a seatback, and may retain their hands in plain sight for the duration of the traffic stop. The law enforcement officer910may examine the one or more identification documents920including, if necessary, removing the one or more identification documents920from the document pouch200and returning the one or more identification documents920to the document pouch200by the end of the traffic stop. If necessary, the digital representations of the images and sounds chronicling the traffic stop may be transmitted from the camera230to the smartphone930where the digital representations of the images and sounds may be reviewed or forwarded. Definitions Unless otherwise stated, the words “up”, “down”, “top”, “bottom”, “upper”, and “lower” should be interpreted within a gravitational framework. “Down” is the direction that gravity would pull an object. “Up” is the opposite of “down”. “Bottom” is the part of an object that is down farther than any other part of the object. “Top” is the part of an object that is up farther than any other part of the object. “Upper” may refer to top and “lower” may refer to the bottom. As a non-limiting example, the upper end of a vertical shaft is the top end of the vertical shaft. As used herein, “align” may refer to the placement of two or more components into positions and orientations which either arranges the components along a straight line or within the same plane or which will allow the next step of assembly to proceed. As a non-limiting example, the next step of assembly may be to insert one component into another component, requiring alignment of the components. As used in this disclosure, an “aperture” may be an opening in a surface. Aperture may be synonymous with hole, slit, crack, gap, slot, or opening. As used in this disclosure, “Bluetooth” may refer to a standardized communication protocol that is used to wirelessly interconnect electronic devices. Bluetooth® is a registered trademark of Bluetooth SIG. As used herein, “BLE” may refer to Bluetooth low Energy. BLE is a wireless personal are network technology designed and promoted by Bluetooth SIG. BLE is intended to provide a communication range that is similar to Classic Bluetooth while consuming considerably less power. BLE and Classic Bluetooth are not compatible however they may coexist. As used in this disclosure, a “camera” may be a sensor that converts light into electric signals that encode the spatial orientation of the captured light in a manner that reproduces the images seen by a human eye. As used herein, the words “couple”, “couples”, “coupled” or “coupling”, may refer to connecting, either directly or indirectly, and does not necessarily imply a mechanical connection. As used in this disclosure, a “display” may be a surface upon which is presented an image, potentially including, but not limited to, graphic images and text, that is interpretable by an individual viewing the image. When used as a verb, “display” may be defined as presenting such an image. As used in this disclosure, a “fastener” may be a device that is used to join or affix two objects. Fasteners may generally comprise a first element which is attached to the first object and a second element which is attached to the second object such that the first element and the second element join to affix the first object and the second object. Common fasteners may include, but are not limited to, hooks, zippers, snaps, clips, ties, buttons, buckles, quick release buckles, or hook and loop fasteners. As used herein, “front” may indicate the side of an object that is closest to a forward direction of travel under normal use of the object or the side or part of an object that normally presents itself to view or that is normally used first. “Rear” or “back” may refer to the side that is opposite the front. As used in this disclosure, an “image sensor” may receive light from the exterior of the image sensor and converts the received light into a digital representation of an image. The digital representation of the image may be stored electronically and/or may be transmitted electronically. One or more logic modules may convert the digital representation into signals that may drive an electronic display to reproduce a visual reproduction of the source of the captured light As used in this disclosure, the word “interior” may be used as a relational term that implies that an object is located or contained within the boundary of a structure or a space. As used in this disclosure, a “lens” may be a transparent substance through which light can pass. A lens may or may not be formed with curved surfaces that are used to concentrate or disperse the light that travels through the lens. As used in this disclosure, a “magnet” may be an ore, alloy, or other material that has its component atoms arranged so that the material exhibits properties of magnetism such as attracting iron-containing objects or aligning itself in an external magnetic field. As used in this disclosure, a “microphone” may be a transducer that converts the energy from vibration into electrical energy. The sources of vibrations include, but are not limited to, acoustic energy. As used herein, “smart phone” or “smartphone” may refer to a personal communication device that incorporates cellular phone calling and texting capabilities along with advanced features. Non-limiting examples of the advanced features of a smart phone may include camera functions, multimedia functions (such as music and video recording and playback and gaming), internet functions (such as web browsing and file uploading/downloading), and Global Positioning System capabilities. A smartphone may be able to execute downloaded application programs that expand the capabilities of the smartphone. As used in this disclosure, “transparent” may refer to a material that allows light to pass through the material without significant scattering such that an object can be seen without distortion through the material. “Clear” may be considered to be both transparent and colorless. As used herein, “vehicle” may refer to a device that is used for transporting passengers, goods, equipment, or combinations thereof. As used herein, “water resistant” may refer to an object that is not harmed by incidental exposure to water but may be harmed if totally submerged. As non-limiting examples, incidental exposure to water may include exposure to raindrops, dew, and splashes from puddles. As used herein, “wide angle lens” may refer to a lens having a viewing angle of 64 degrees or more. As a non-limiting example, for a camera using the 35 mm film format a lens having a focal length of 50 mm is considered to be a normal lens and a lens having a focal length in the range of 35 mm to 24 mm is considered to be a wide angle lens. A lens having a focal length of less than 24 mm may be referred to as an ultra-wide angle lens. As used in this disclosure, “wireless” may be an adjective that is used to describe a communication channel that does not require the use of physical cabling. With respect to the above description, it is to be realized that the optimum dimensional relationship for the various components of the invention described above and inFIGS.1through4, include variations in size, materials, shape, form, function, and manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the invention. It shall be noted that those skilled in the art will readily recognize numerous adaptations and modifications which can be made to the various embodiments of the present invention which will result in an improved invention, yet all of which will fall within the spirit and scope of the present invention as defined in the following claims. Accordingly, the invention is to be limited only by the scope of the following claims and their equivalents. | 15,962 |
11858433 | DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS Hereinafter, a clearance adjusting device for a cable according to a preferred embodiment of the present disclosure will be described with reference to the accompanying drawings. FIG.1is a view illustrating a clearance adjusting device for a cable according to embodiments of the present disclosure,FIG.2is an exploded view of the clearance adjusting device for a cable illustrated inFIG.1,FIG.3is a cross-sectional view of the clearance adjusting device for a cable illustrated inFIG.1,FIG.4is a view for explaining that a clearance is adjusted by the clearance adjusting device for a cable illustrated inFIG.1, andFIG.5is an enlarged view for explaining a wire, an elastic part, and a clearance adjustment mechanism in the clearance adjusting device for a cable illustrated inFIG.1. As illustrated inFIGS.1to4, the clearance adjusting device for a cable according to embodiments of the present disclosure includes a wire100having one side to which a drive mechanism10is connected and the other side to which an operation mechanism20is connected to enable the drive mechanism10to be operated in conjunction with the operation mechanism20when the wire100is moved in the other direction by operation of the operation mechanism20. It further includes an elastic part200having one end portion connected to the wire100and formed to be elastically compressible and a clearance elimination mechanism300fixed to a base30, with the wire100together with the elastic part200embedded therein while the wire100passes therethrough, in a state where the other end portion of the elastic part200is connected to and supported by the clearance elimination mechanism300, such that the wire100receives an elastic force provided in the other direction toward the operation mechanism20by the elastic part200to eliminate a clearance between the drive mechanism10and the wire100when the clearance is generated. Here, the wire100is provided to enable the drive mechanism10and the operation mechanism20to be operated in conjunction with each other. When the operation mechanism20is operated, the wire boo is moved and the drive mechanism10is operated accordingly. As an example, when being applied to a latch structure of a hood for a vehicle, the drive mechanism10may be a latch device and the operation mechanism20may be an operation lever. When the operation lever is operated, the wire100may be pulled and a locking operation of the latch device may be released accordingly. However, a tolerance occurring at the time of assembling the wire100or a tolerance resulting from accumulated use of the wire100causes a problem that the drive mechanism10fails to be operated in conjunction with the operation mechanism20when the operation mechanism20is operated. In embodiments of the present disclosure, the tolerance occurring in the wire100is resolved through the elastic part200and the clearance elimination mechanism300. To this end, the clearance elimination mechanism300is fixed to the base30to fix its position. Here, the base30may be a vehicle body, and a bracket31for mounting the clearance elimination mechanism300may be formed on the base30. Inside the clearance elimination mechanism300, the wire100passes and the elastic part200is embedded. The elastic part200may be formed of a compression spring, and one end portion of the elastic part200is connected to the wire100and the other end portion of the elastic part200is supported inside the clearance elimination mechanism300, such that the wire100receives an elastic force provided in the other direction. In addition, the elastic part200is provided in a tensioned state, when connected to the drive mechanism10and the operation mechanism20, to provide an elastic force to the wire100. Accordingly, the wire100is always moved in the other direction by the elastic force of the elastic part200. Thus, even if a clearance of the wire100with respect to the drive mechanism10is generated, the clearance is eliminated by the elastic force of the elastic part200. As illustrated inFIG.4, even if the wire100has an excessive length in a state where one end of the wire100is connected to the drive mechanism10, the clearance between the drive mechanism10and the wire100may be eliminated because the wire100is pulled in the other direction by the elastic part200provided in the clearance elimination mechanism300. As described above, according to embodiments of the present disclosure, the clearance of the wire100can be automatically adjusted by the elastic force of the elastic part200, thereby resolving a clearance tolerance. More specifically, as illustrated inFIGS.3and5, the clearance elimination mechanism300may include a fixing socket310mounted on and fixed to the base30, having a hollow region to allow the wire100to pass therethrough, and having a seating space311for the elastic part200to be seated therein such that the other end portion of the elastic part200is supported by the other end of the seating space311. That is, the fixing socket310is mounted on the base30to fix its position, and has the hollow region to allow the wire100pass therethrough. In particular, the seating space311in which the elastic part200is seated is formed inside the fixing socket310, and the elastic part200is supported by the other end of the seating space311. Here, the seating space311of the fixing socket310may extend longer than a length of the elastic part200when tensioned, and thus, the elastic part200may be provided in a tensioned state in the seating space311. In addition, the seating space311may be formed to extend in a linear form to smoothly perform an operation of tensioning or compressing the elastic part200. That is, since one end portion of the elastic part200is connected to the wire100and the other end portion of the elastic part200is supported by the other end of the seating space311in the fixing socket310, the wire100maintains the elastic force in the other direction. This is preceded by a process of connecting the wire100to the drive mechanism10in a state where the spring is tensioned by pulling one end of the wire100at the time of installing the wire100. The wire100continuously receives the elastic force provided in the other direction by the compressing operation of the elastic part200, thereby eliminating the clearance between the wire100and the drive mechanism10. Meanwhile, as illustrated inFIG.5, the wire100may have a hook portion no bent to hook one end portion of the elastic part200and the fixing socket310may have a connection portion312bent to hook the other end portion of the elastic part200at the other end of the seating space311to connect the wire100to the fixing socket310via the elastic part200. In this way, since the elastic part200is hook-connected to the wire100and to the fixing socket310, a process of mounting the elastic part200is simplified and the elastic part200does not escape from the wire100and from the fixing socket310. Here, the hook portion no of the wire100may have such a shape as to extend in a circumferential direction and then be bent in one direction in order to hook one end portion of the elastic part200and prevent the elastic part200from escaping in the other direction. In addition, the other end portion of the elastic part200is supported by the other end of the seating space311, and the connection portion312has such a shape as to extend from the other end of the seating space311inward of the elastic part200and then be bent in the circumferential direction, thereby preventing the elastic part200from escaping in one direction. In this way, since the wire100is connected to the fixing socket310via the elastic part200, the wire100is always moved in the other direction by the elastic force of the elastic part200, thereby eliminating the clearance between the drive mechanism and the wire100. Meanwhile, the clearance elimination mechanism300may further include a length adjustment socket320mounted to be movable on the fixing socket310in a length direction, while allowing the wire100to pass therethrough, to adjust the clearance between the drive mechanism10and the wire100according to a position to which the length adjustment socket320moves. The length adjustment socket320adjusts a position of the wire100according to the position to which the length adjustment socket320moves on the fixing socket310in the length direction. In a case where the clearance is not eliminated by the elastic part200, the clearance of the wire100can be adjusted by the length adjustment socket320. That is, the length adjustment socket320is formed to surround the wire100, and when the length adjustment socket320moves on the fixing socket310in the other direction, an overall length of components surrounding the wire100increases, which functions to reduce a length of the wire. Accordingly, a clearance resulting from an excessive length of the wire100is eliminated, and a tolerance between parts is resolved. More specifically, the length adjustment socket320may include a conduit part321allowing the wire100to pass therethrough and extending to the operation mechanism20along the wire100, and an adjustment socket322having one end portion into which the fixing socket310is inserted and the other end portion into which the conduit part321is inserted, and screw-connected to an outer circumferential surface of the fixing socket310and to an outer circumferential surface of the conduit part321. As illustrated inFIG.5, the length adjustment socket320includes the conduit part321and the adjustment socket322. Here, the conduit part321extends along the wire100while one end portion thereof is connected to the adjustment socket322and the other end portion thereof is supported by the operation mechanism20. The fixing socket310may be inserted into one end portion of the adjustment socket322and one end of the conduit part321may be inserted into the other end portion of the adjustment socket322, and a position of the conduit part321may be changed inside the adjustment socket322. That is, the adjustment socket322is mounted on the fixing socket310to fix its position, and the conduit part321is moved in the adjustment socket322to adjust an overall length of the conduit part321. To explain the adjustment of the overall length of the conduit part321, the conduit part321is made of a flexible material while allowing the wire100to pass therethrough. Here, one end of the conduit part321is inserted into the adjustment socket322, and the conduit part321extends to the operation mechanism20such that the other end of the conduit part321is supported by the operation mechanism20. Thus, the overall length of the conduit part321may be a length from a portion exposed from the adjustment socket322to a portion supported by the operation mechanism20. Accordingly, the overall length of the conduit part321may be changed by changing the position of the conduit part321in a state where the conduit part321is inserted into the adjustment socket322. This works in such a manner that when the overall length of the conduit part321increases, the length of the wire100therein relatively decreases. Thus, according to embodiments of the present disclosure, it is possible to adjust the length of the wire100by changing the position of the conduit part321in the adjustment socket322. Here, as illustrated inFIGS.3and5, screw threads310S and321S may be formed on the outer circumferential surface of the fixing socket310and on the outer circumferential surface of the conduit part321, respectively, and screw threads322S corresponding to the respective screw threads310S and321S of the fixing socket310and the conduit part321may be formed on an inner circumferential surface of the adjustment socket322. The respective screw threads310S and321S of the fixing socket310and the conduit part321may extend in opposite directions. In this way, each of the fixing socket310and the conduit part321may be screw-connected to the adjustment socket322, while being inserted thereinto, to move the conduit part321when the adjustment socket322is rotated. That is, when the adjustment socket322is rotated on the fixing socket310fixed to the base30, the conduit part321is moved along the screw thread322S of the adjustment socket322. To this end, the screw thread310S of the fixing socket310and the screw thread321S of the conduit part321extend in the opposite directions, and the fixing socket310and the conduit part321connected via the adjustment socket322are moved close to each other or far away from each other when the adjustment socket322is rotated. Accordingly, the overall length of the conduit part321may be adjusted by rotating the adjustment socket322. When the conduit part321is moved in a direction far away from the fixing socket310by rotating the adjustment socket322, the overall length of the conduit part321increases and the length of the wire100relatively decreases, thereby adjusting the clearance resulting from the excessive length of the wire100. Meanwhile, a connection socket323inserted into the other end portion of the adjustment socket322may be provided at one end of the conduit part321, and the connection socket323and the adjustment socket322may be screw-connected to each other. Accordingly, the conduit part321may be formed long to allow the wire100to pass therethrough when being molded, and the conduit part321may be connected to the adjustment socket322by separately molding the connection socket323to be connected to the adjustment socket322and coupling the connection socket323to one end of the conduit part321, thereby reducing a manufacturing cost of the conduit part321. That is, in a case where all screw threads are formed on the conduit part321in advance, there is a problem that the conduit part321should be replaced in its entirety when the screw threads are damaged, resulting in an increase in the manufacturing cost. Thus, the conduit part321may be provided with the connection socket323for connection to the adjustment socket322. In the clearance adjusting device for a cable having the structure as described above, the clearance of the wire100can be automatically adjusted by the elastic force of the elastic part200, thereby resolving a clearance tolerance that occurs at the time of installing the wire100. In addition, even if the clearance of the wire100becomes excessive, the length of the wire100can be adjusted merely through a simple process of rotating the clearance elimination mechanism300, resulting in an improvement in convenience of work. Although the present disclosure has been shown and described with respect to specific embodiments, it will be apparent to those having ordinary skill in the art that the present disclosure may be variously modified and altered without departing from the spirit and scope of the present disclosure as defined by the following claims. | 14,881 |
11858434 | DETAILED DESCRIPTION In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of various exemplary embodiments. It is apparent, however, that various exemplary embodiments may be practiced without these specific details or with one or more equivalent arrangements. In the accompanying figures, the size and relative sizes of layers, regions, etc., may be exaggerated for clarity and descriptive purposes. Also, like reference numerals denote like elements. When an element or layer is referred to as being “on,” “connected to,” or “coupled to” another element or layer, it may be directly on, connected to, or coupled to the other element or layer or intervening elements or layers may be present. When, however, an element or layer is referred to as being “directly on,” “directly connected to,” or “directly coupled to” another element or layer, there are no intervening elements or layers present. For the purposes of this disclosure, “at least one of X, Y, and Z” and “at least one selected from the group consisting of X, Y, and Z” may be construed as X only, Y only, Z only, or any combination of two or more of X, Y, and Z, such as, for instance, XYZ, XYY, YZ, and ZZ. Like numbers refer to like elements throughout. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. Although the terms first, second, etc. may be used herein to describe various elements, components, regions, layers, and/or sections, these elements, components, regions, layers, and/or sections should not be limited by these terms. These terms are used to distinguish one element, component, region, layer, and/or section from another element, component, region, layer, and/or section. Thus, a first element, component, region, layer, and/or section discussed below could be termed a second element, component, region, layer, and/or section without departing from the teachings of the present disclosure. Spatially relative terms, such as “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for descriptive purposes, and, thereby, to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the drawings. Spatially relative terms are intended to encompass different orientations of an apparatus in use, operation, and/or manufacture in addition to the orientation depicted in the drawings. For example, if the apparatus in the drawings is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the exemplary term “below” can encompass both an orientation of above and below. Furthermore, the apparatus may be otherwise oriented (e.g., rotated 90 degrees or at other orientations), and, as such, the spatially relative descriptors used herein interpreted accordingly. The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting. As used herein, the singular forms, “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. Moreover, the terms “comprises,” comprising,” “includes,” and/or “including,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, components, and/or groups thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. Various exemplary embodiments are described herein with reference to sectional and/or exploded illustrations that are schematic illustrations of idealized exemplary embodiments and/or intermediate structures. As such, variations from the shapes of the illustrations as a result, for example, of manufacturing techniques and/or tolerances, are to be expected. Thus, exemplary embodiments disclosed herein should not necessarily be construed as limited to the particular illustrated shapes of regions, but are to include deviations in shapes that result from, for instance, manufacturing. In this manner, regions illustrated in the drawings may be schematic in nature and the shapes of these regions may not reflect actual shapes of regions of a device and, as such, are not necessarily intended to be limiting. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure is a part. Terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and should not be interpreted in an idealized or overly formal sense, unless expressly so defined herein. Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to accompanying drawings. FIG.2is a schematic plan view illustrating an electronic control unit for a vehicle according to a first embodiment of the present invention, andFIG.3is a view illustrating a base portion. InFIGS.2and3, an electronic control unit100for a vehicle is a unit configured to control a driver's convenience system. The electronic control unit100for a vehicle mainly includes a base portion110, a cover portion120, and a fixing member130. First, the base portion110and the cover portion120are components, which may be separated from each other by a housing (body), and internal components such as electronic elements are embedded in the housing. In this case, electronic components related to vehicle control are referred to as the electronic elements. In this case, the electronic elements are disposed on a printed circuit board (PCB). An additional fixing portion (not shown) fixes the PCB and is disposed between the base portion110and the cover portion120. The fixing portion is formed to have a structure which allows the PCB to be detachable from the base portion110and the cover portion120. As illustrated inFIG.2, a matching connector123is seated on the cover portion120. The matching connector123is matched with and electrically connected to the electronic components. The fixing member130is inserted into and coupled to a partial section of an edge of the cover portion120. The fixing member130is provided to have a snap-fit coupling structure, which is coupled to coupling holes112aformed in an inner wall112of the base portion110illustrated inFIG.3. In this case, the inner wall112is disposed within a partial section of the base portion110and positioned on a path through which the fixing member130ofFIG.2is inserted. The inner wall112includes a reinforcement rib113serving as a reinforcing component to firmly maintain a shape of the inner wall112. The reinforcement rib113is disposed between and connected to the inner wall112and a bottom surface of the base portion110. FIG.4is a view illustrating coupling relationships between components of the electronic control unit for a vehicle according to the first embodiment of the present invention. InFIG.4, the electronic control unit100for a vehicle includes the base portion110, the cover portion120, and the fixing member130. The base portion110has an open upper portion. The base portion110includes the inner wall112which is disposed on an edge of the body and spaced apart from an outer wall111. The coupling holes112aare formed in the inner wall112. The base portion110is formed to have a chamfer structure of which an external corner is cut to protect internal components from external impacts. The cover portion120is formed to have a structure which covers the upper portion of the base portion110. The cover portion120may be formed to have the same chamfer structure as the base portion110due to the same reason as the base portion110. The cover portion120includes a connecting wall121and a connecting port122. The connecting wall121is formed on a portion in contact with the inner wall112of the base portion110. The connecting wall121includes a slit121avertically passing through the connecting wall121. The connecting port122is disposed adjacent to the connecting wall121in a state in which an upper portion thereof is open. The matching connector123is seated on the connecting port122. In this case, the connecting port122and the matching connector123are coupled in concave-convex manner. The fixing member130passes between the base portion110and the cover portion120to vertically fixedly couple the matching connector123, the cover portion120, and the base portion110. The fixing member130includes a clasp131, a frame132, and a fixing protrusion133. The fixing member130including the clasp131, the frame132, and the fixing protrusion133is formed as an integrated type. The clasp131is formed to have a bent “” shape to surround and restrict an upper portion of the matching connector123. The frame132is formed to have a “” shape extending from the clasp131. The frame132includes a horizontal frame132aand a vertical frame132b. The horizontal frame132ais formed to extend from the clasp131in a horizontal direction. A width of the horizontal frame132ais relatively greater than a horizontal width of the clasp131. The clasp131is positioned at a center of an end of the horizontal frame132a. The vertical frame132bis formed to extend perpendicular to the horizontal frame132a. The vertical frame132bpasses through the slit121aprovided in the connecting wall121. The fixing protrusion133is formed to extend from a lower end of the vertical frame132b. The fixing protrusion133is inserted into and coupled to the coupling hole112aof the inner wall112. In this case, the fixing protrusion133is formed to obliquely protrude inward from the vertical frame132b. The fixing protrusion133may also be formed as a plurality of fixing protrusions133on the lower end of the vertical frame132b. In this case, the number of the coupling holes112ainto which the fixing protrusions133are inserted may be the same as the number of the fixing protrusions133. FIG.5is a cross-sectional view taken along line A-A′ ofFIG.4.FIG.6is a cross-sectional view taken along line B-B′ ofFIG.4.FIG.7is an enlarged view illustrating a region C ofFIG.6. When descriptions are given with reference toFIGS.5,6, and7, the repeated contents described with reference toFIGS.2,3, and4will be omitted. However, the contents even described above will be repeated or supplemented according to importance thereof. InFIG.5, the fixing protrusion133is forcibly inserted into the coupling hole112a. In this case, a shape of the fixing protrusion133is changed to a linear shape, when the fixing protrusion133is passing through the slit121aand is elastically restored as soon as the fixing protrusion133completely passes through the slit121a, so that the fixing protrusion133protrudes inward. In this case, the fixing protrusion133has a predetermined inclination angle θ. The inclination angle θ may be an acute angle. Meanwhile, for the fixing member130to firmly vertically fix the matching connector123, the cover portion120, and the base portion110no gap should be generated between the slit121aand the vertical frame132b. Accordingly, a thickness t of the vertical frame132bmay correspond to a width w of the slit121a. Accordingly, the outer wall111of the base portion110may fixedly surround an outer end portion of the cover portion120. In this case, an outer hook124is provided on the outer end portion of the cover portion120. The outer hook124is insertion-coupled to an outer locking protrusion114provided on the outer wall111of the base portion110. InFIGS.6and7, the matching connector123includes a support123aand a seating groove123b. The support123ais in surface contact with a lower end of the horizontal frame132a. The support123asupports the horizontal frame132a. The seating groove123bis a section into which the clasp131having the “” shape is inserted. The seating groove123bhas a width which is relatively greater than a width of the end portion of the clasp131. FIG.8is a schematic plan view illustrating an electronic control unit for a vehicle according to a second embodiment of the present invention, andFIG.9is a view illustrating a base portion. InFIGS.8and9, an electronic control unit200for a vehicle according to the second embodiment mainly includes a base portion210, a cover portion220, and a fixing member230. An additional fixing portion (not shown) which fixes a PCB is disposed between the base portion210and the cover portion220. The fixing portion is provided on an inner surface of the base portion210or cover portion220and formed as a structure capable of gripping both ends of the PCB. That is, the fixing portion has the structure having a “” shape of which one surface is open to vertically grip both ends of the PCB. Accordingly, the fixing portion is provided as the structure such that both ends of the PCB slide therein and are fixed when the PCB is inserted between the base portion210and the cover portion220. In other words, the fixing portion has the structure to grip the PCB which is detachable from the base portion210and the cover portion220. The fixing member230is inserted into and coupled to a partial section of an edge of the cover portion220. The fixing member230having a simple thing structure has a snap-fit coupling structure which is coupled to ledges213formed on an inner wall212of the base portion210illustrated inFIG.10. In this case, the ledge213is formed to have an inclined shape along which a width of the ledge213is increased in a downward direction. In this case, the ledge213includes a base plate213a, an inclined surface213b, a horizontal surface213c, and a vertical surface213d. The base plate213ain a flat state protrudes from the inner wall212. The inclined surface213bis formed to have a shape protruding from the base plate213aand has a structure inclined from an upper end to one section of a lower end of the base plate213a. That is, the inclined surface213bis a section inclined downward from an upper portion of the inclined surface213b. The horizontal surface213cis a horizontal section formed to extend from the inclined surface213band is parallel to the base plate213a. The vertical surface213dis a vertical section formed to extend perpendicular to the horizontal surface213c. In this case, one end of the vertical surface213dis connected to the horizontal surface213c, and the other end of the vertical surface213dis connected to the base plate213a. The base portion210and the cover portion220are formed of a synthetic material such as plastic through an injection molding process. Accordingly, the base portion210and the cover portion220can effectively use elastic forces thereof due to a snap-fit structure through which the base portion210and the cover portion220are coupled. FIG.10is a view illustrating the base portion in the electronic control unit for a vehicle according to the second embodiment of the present invention, andFIG.11is a view illustrating the fixing member. InFIGS.10and11, when the fixing member230passes through a slit221a(ofFIG.12) and the ledges213are insertion-coupled to the fixing member230, the ledges213are inserted into coupling holes233of the fixing member230. In this case, in order to insert the ledge213into the coupling hole233, it is advantageous that a width of the ledge213be relatively slightly smaller than a width of the coupling hole233. Accordingly, the ledge213can be smoothly inserted into the coupling hole233and generation of a gap between the coupling portions can be prevented. According to the above-described purpose, a lateral width w2−w1of the inclined surface213b, the horizontal surface213c, and the vertical surface213dmay be relatively smaller than a lateral width w3of the base plate213a, and the inclined surface213b, the horizontal surface213c, the vertical surface213d, and the base plate213aare included in the ledge213. In this case, the width w1may be 0.5 mm, the width w2may be 4.5 mm, and the width w3may be 5.0 mm. The fixing member230includes a clasp231, a frame232, and the coupling holes233as an integrated type with a simple structure. As illustrated inFIG.11, the clasp231has a “” shape. That is, the clasp231is formed to have a hook shape capable of restricting a portion which is a portion to be fixed (a matching connector223ofFIG.12) in horizontal and vertical directions. The frame232is formed to extend from a “-” shaped end portion of the clasp231. The frame232has a “” shape. The frame232includes a horizontal frame232aand a vertical frame232b. The horizontal frame232ais formed to extend from the “-” shaped end portion of the clasp231having a “” shape and has a “” shape which is a horizontal structure. In this case, a horizontal width L2of the horizontal frame232ais relatively greater than a horizontal width L1of the clasp231. In this case, the clasp231is positioned at a center of an end of the horizontal frame232a. The vertical frame232bis formed to extend perpendicular to the horizontal frame232aand has a “” shape which is a vertical structure. The coupling holes233are formed in a lower end of the vertical frame232b. The coupling holes233are formed with an interval in the lower end of the vertical frame232b. In this case, the vertical frame232bincludes a rib groove232cdisposed between the plurality of coupling holes233. The rib groove232cis a valley portion vertically formed at a center of a lower end portion of the vertical frame232b. A reinforcement rib214illustrated inFIG.10is inserted into the rib groove232c. Accordingly, a width of the rib groove232cmay correspond to a width of the reinforcement rib214. FIG.12is a cross-sectional view taken along line D-D′ ofFIG.8, andFIG.13is a cross-sectional view taken along line E-E′ ofFIG.8. When descriptions are given with reference toFIGS.12and13, the repeated contents described with reference toFIGS.8to11will be omitted. However, the contents even described above will be repeated or supplemented according to importance thereof. InFIGS.12and13, the base portion210has a structure in which an upper portion is open. The base portion210includes an inner wall212which is disposed on an edge of a body to be spaced apart from an outer wall211. The ledge213is formed on the inner wall212. The ledge213is inserted into the coupling hole233formed in the fixing member230. In this case, at least a half of the ledge213may overlap the coupling hole233. Due to structural features of the ledge213, a thickness t1of the ledge213is bound to be limited. That is, in order to insert the ledge213into the coupling hole233after the vertical frame232bis inserted into the slit221a, the thickness t1(for example, 1 mm) of the ledge213cannot be greater than a thickness t2(for example 1.6 mm) of the vertical frame232b. Otherwise, when the thickness t1of the ledge213is significantly less than (at least a half of) the thickness t2of the vertical frame232b, an intruder who intends to steal a vehicle may insert a separate part into the slit121aand easily separate a housing. The intruder having a bad intention tries to separate the housing without damage or to separate the connector in order to steal a vehicle. In this case, when an intruder inserts a part having a thin end into a slit221ain a y-axis direction and turns the part in an x-axis direction using a lever principle, a fixing (coupling) structure of a conventional housing was easily separable. However, since at least the half of the ledge213inserted into the coupling hole233and overlaps the coupling hole233in the electronic control unit200for a vehicle according to the second embodiment, the intruder may not easily separate the housing or separate the connector. Due to the snap-fit structure, it is difficult for the intruder to insert the part thereinto, and even when the intruder inserts the part thereinto, it is difficult for the intruder to easily separate the housing. The cover portion220includes a connecting wall221and a connecting port222. The connecting wall221is formed at a portion in contact with the inner wall212of the base portion210. The connecting wall221includes the slit221avertically passing through the connecting wall221. The connecting wall221includes “” shaped outer sleeves221band221cwith the slit221adisposed between the outer sleeves. In this case, a lower end portion of the outer sleeve121cis in contact with the inner wall212. In this case, the outer sleeve221cand the inner wall212may also be fixed to each other due to a snap-fit structure. The connecting port222is disposed adjacent to the connecting wall221in a state in which an upper portion of the connecting port222is open. The matching connector223is seated on the connecting port222. In this case, the connecting port222and the matching connector223have a snap-fit structure and are connected in concave-convex manner. The fixing member230passes between the base portion210and the cover portion220and vertically fixedly couples the matching connector223, the cover portion220, and the base portion210. In order for the fixing member230to firmly vertically fix the matching connector223, the cover portion220, and the base portion210, no gap should be generated between the slit221aand the vertical frame232b. Accordingly, the thickness t2of the vertical frame232bmay correspond to a width w4of the slit221a. Therefore, the outer wall211of the base portion210may fixedly surround an outer end portion of the cover portion220. In this case, an outer hook224is provided on the outer end portion of the cover portion220. The outer hook224is insertion-coupled to an outer locking protrusion215provided on the outer wall211of the base portion210. According to one embodiment of the present invention, an electronic control unit for a vehicle has a snap-fit coupling structure of which a fixing member including a clasp and a fixing protrusion, which have a relatively simple structure, fixes a housing (a base portion and a cover portion) and a matching connector together. Accordingly, the present invention provides an effect in that anti-car theft performance is maintained using a relatively simple structure and a manufacturing cost is also reduced. According to another embodiment of the present invention, an electronic control unit for a vehicle can increase a coupling force using a fixing member capable of fixing both of a base portion and a cover portion on which a matching connector is seated. In this case, since the fixing member and the base portion are formed to have a snap-fit coupling structure, even when an intruder inserts a separate part to steal a vehicle, the connector or the housing can be prevented from being separated as long as the housing is not broken. In other words, when a fixing protrusion formed in an inner wall of the base portion is inserted into a coupling hole of the fixing member, since at least a half of the fixing protrusion overlaps the coupling hole, the housing is effectively prevented from being separated. Accordingly, the electronic control unit for a vehicle provides an effect in which anti-vehicle theft performance is maintained and a manufacturing cost is also reduced by using the fixing member having a relatively simple thing structure. In addition, in the electronic control unit for a vehicle, since the fixing member passes through a slit and is coupled to the fixing protrusion in a state in which the fixing member having the simple thing structure fixes the matching connector, an assembly workability can be improved. Although certain exemplary embodiments and implementations have been described herein, other embodiments and modifications will be apparent from this description. Accordingly, the inventive concepts are not limited to such embodiments, but rather to the broader scope of the appended claims and various obvious modifications and equivalent arrangements as would be apparent to a person of ordinary skill in the art. | 24,156 |
11858435 | DETAILED DESCRIPTION OF THE DRAWINGS Identical or functionally identical elements are provided with the same reference signs in the figures. FIG.1shows a schematic sectional view of an embodiment of a transmission apparatus10for wirelessly transmitting electrical energy for a functional unit12of a motor vehicle part of a motor vehicle14. The energy transmission apparatus10has a first capacitance device16and a second capacitance device18. The first capacitance device16has a first capacitance element20and a second capacitance element22. The second capacitance device18has a third capacitance element24and a fourth capacitance element26. The second capacitance element22is able to be displaced relative to the first capacitance element20and the fourth capacitance element26is able to be displaced relative to the third capacitance element24. The electrical energy can be transmitted from the first capacitance element20to the second capacitance element22and from the third capacitance element24to the fourth capacitance element26by way of a capacitive coupling28. Provision is made for the motor vehicle component to be designed as a motor vehicle window30and for the first capacitance element20and the third capacitance element26to be designed as a motor vehicle window guide and for the second capacitance element22and the fourth capacitance element26to be formed at a motor vehicle window region32of the motor vehicle window30corresponding to the motor vehicle window guide. In the present exemplary embodiment, the first capacitance element20and the third capacitance element24are arranged on a side of the motor vehicle window30facing an interior of the motor vehicle14.FIG.1shows two alternative arrangement options for the first and the third capacitance element20,24. Firstly, the first and the third capacitance element20,24are arranged separately in an intermediate space between the motor vehicle window guide and a sealing element40. In the other example, the first and the third capacitance element20,24are formed in the sealing element. Furthermore,FIG.1in this exemplary embodiment shows that the first capacitance device16is arranged next to the second capacitance device, in particular when viewed in a vehicle longitudinal direction. FIG.1shows in particular that the second capacitance element22and the fourth capacitance element26are formed on a first side34(FIG.2) of the motor vehicle window30or the second capacitance element22and the fourth capacitance element26are formed on a second side36(FIG.2) of the motor vehicle window30opposite the first side34. FIG.1also shows that the motor vehicle window guide is designed as a rail element38and at least the corresponding motor vehicle window region32is guided in the rail element38. Furthermore, provision is made, in particular, for the second capacitance element22and/or the fourth capacitance element26to be integrated into the motor vehicle window30. Provision may be made, in particular, for the motor vehicle window guide to have the sealing element40for sealing the motor vehicle window30. Provision may also be made for the second capacitance element22to be arranged so as to be able to move relative to the first capacitance element20in such a way that these capacitance elements have a common overlap region42for transmitting the electrical energy and for the fourth capacitance element26to be arranged so as to be able to move relative to the third capacitance element24in such a way that these capacitance elements have a common overlap region42for transmitting the electrical energy. FIG.1also shows, in particular, that the motor vehicle window guide is designed as a u-shaped motor vehicle window guide. FIG.2shows a schematic side view of a further embodiment of an energy transmission apparatus10. In this exemplary embodiment, the motor vehicle window30is designed as a windowpane. As an alternative, the motor vehicle window30may be designed as a sunroof or as a partition window for an interior of the motor vehicle14. In this exemplary embodiment, provision is made, in particular, for the second capacitance element22to be formed on the first side34of the motor vehicle window30and for the fourth capacitance element26to be formed on the second side36. In the following exemplary embodiment, in particular, the first capacitance element20and the third capacitance element24are shown. The second capacitance element22is located visually behind the first capacitance element20and the fourth capacitance element26is located visually behind the third capacitance element24. The figures show, in particular, that, in the method for operating the energy transmission apparatus10for wirelessly transmitting electrical energy for the functional unit12, the electrical energy is transmitted from the first capacitance element20to the second capacitance element22and from the third capacitance element24to the fourth capacitance element26by way of the capacitive coupling28. In this case, provision is made for the motor vehicle component to be provided as a motor vehicle window30and for the first capacitance element20and the third capacitance element24to be provided as a motor vehicle window guide of the motor vehicle14and for the second capacitance element22and the fourth capacitance element26to be provided at a motor vehicle window region32of the motor vehicle window30corresponding to the motor vehicle window guide and for the electrical energy to be transmitted capacitively. In particular, an embodiment of the invention makes use of the fact that, in contrast to the case of inductive power transmission, where the transmission and reception coils must be located directly one above the other, in the case of capacitive power transmission the conductive coupling plates, that is to say the capacitance elements20,22,24,26, are directed toward one another. The capacitance elements20,22,24,26may have almost unrestricted geometric shapes. In particular, it is advantageous if the spacing between the capacitance elements20,22,24,26does not change or changes only slightly. The motor vehicle window30is held, in particular, in what is known as the window guide, that is to say the motor vehicle window guide, on both sides. This permits vertical displacement of the motor vehicle window30, for example by 500 millimeters. For the purpose of sealing, what is known as a velvet seal is used as a sealing element40. This is a u-profile, which is mounted into the window guide. This u-profile in turn surrounds the motor vehicle window30. A capacitive coupling is sensitive to changes in the spacing between the capacitance elements20,22,24,26, but is not sensitive to displacement of these capacitance elements20,22,24,26with respect to one another. This particular feature is used in the form of the first capacitance element20and the third capacitance element24being introduced within the motor vehicle window guide on both sides over the entire length thereof. The first capacitance element20and the third capacitance element24are a metallic conductor. This may be designed as flexible conductor tracks or flat ribbon cables, or copper strips, or metal braiding, ITO layer, even a simple power line is possible. In particular, the first capacitance element20and the third capacitance element24possess the property that they are insulated, and wherein the insulation is designed for the voltage that is to be transmitted. The conductor is also designed for the current intensity that is to be transmitted. In particular, whether the first capacitance element20and the third capacitance element24are designed as part of the motor vehicle window guide, or as part of the sealing element40, or between the motor vehicle window guide and the sealing element40is insignificant here. Velvet rails ingrained with a metal reinforcement for dimensional stability are known. This metal reinforcement can likewise be used as first capacitance element20or as third capacitance element24. The second capacitance element22or the fourth capacitance element26, which can also be referred to as reception antennas, are fixedly attached on the movable motor vehicle window30. Depending on the electrical function of the motor vehicle window30, lamination in the center of the window, as shown inFIG.1, or a suitable adhesive bond to the outer surface is possible. To prevent the dangers around voltages above a safe contact voltage, which are specified in particular by national guidelines, it is possible to connect the first capacitance element20and the third capacitance element24to a DC/AC converter without a plug connection. The second capacitance element22and the fourth capacitance element26are also fixedly connected directly to the AC/DC (reverse) converter on the reception side. The contact-connections may thus be of hermetic or sealed form, which prevents oxidation of the lines or of the capacitance elements20,22,24,26and also makes the energy transmission apparatus10safe from undesired contact. For this purpose, in particular, provision can be made for the reception electronics to be expediently adhesively bonded to the motor vehicle window30. Provision may also additionally be made for data to also be able to be transmitted by way of the capacitive coupling. The principle of PowerLAN can be used for this purpose, for example. Overall, an embodiment of the invention shows wireless power transmission in movable windows. LIST OF REFERENCE SIGNS 10Energy transmission apparatus12Functional unit14Motor vehicle part16First capacitance device18Second capacitance device20First capacitance element22Second capacitance element24Third capacitance element26Fourth capacitance element28Capacitive coupling30Motor vehicle window32Motor vehicle window region34First side36Second side38Rail element40Sealing element42Overlap region | 9,847 |
11858436 | DETAILED DESCRIPTION In a method according to a first exemplary aspect for predicting immanent damage to a connecting point between two electrical conductors in a motor vehicle electrical system, a value is ascertained of an electrical variable that is related to at least one electrical resistance of the connecting point. This electrical variable may hence for example represent a variable different from the electrical resistance that, however, is proportional to the electrical resistance of the connecting point for example, or it may also represent the electrical resistance of the connecting point itself. Moreover, the prediction of the imminent damage is made depending on the value of the electrical variable. In doing so, the value of the electrical variable is repeatedly ascertained while the motor vehicle electrical system is in operation while an operating current of a determined operating current strength flows through the connection point. To measure the electrical variable, or respectively its value, the operating current itself may hence be beneficially used that flows through the connecting point during operation of the vehicle electrical system. This has several benefits, because monitoring the electrical variable and therefore the electrical resistance of the connecting point as well may be accordingly provided more or less permanently during operation and, at the same time, also using particularly easy means since a separate power source does not have to be offered to provide a predetermined test current. This allows imminent damage to a connecting point to be provided very economically, efficiently and especially in a timely manner. In this context, a “connecting point” may generally be understood to be a point at which two conductors are connected to each other in any desired manner, such as for example joint connections like welded connections, screwed connections, soldered connections or riveted connections. Moreover, the two electrical conductors that are electrically connected to each other at the connecting point may be of the same material or may also be formed from different materials. For example, at least one of the two electrical conductors comprises copper and/or aluminum. Copper materials in particular are distinguished by their particularly favorable electrical and thermal properties. Joint connections consisting of copper and aluminum are particularly suitable in this case for producing lower cost as well as lower weight conductors through which current flows. Moreover, the method and its embodiments may be easily used for any desired connecting point. For example, any desired connecting point in a motor vehicle electrical system may thus be monitored. Since however such connecting points occur frequently within a battery of a motor vehicle, it is beneficial if the connecting point between the two electrical conductors is a connecting point within a battery, such as a traction battery. For example, the connecting point may connect one pole of a battery module to a bus bar. If a plurality of connecting points are to be monitored for imminent damage by means of the method according to the present aspect or one of the embodiments described herein, these may be implemented separately for a particular connecting point. That is, the electrical variable is ascertained for a particular connecting point which is to be monitored, in particular as described above and also below in greater detail. Each connecting point to be monitored may therefore be beneficially monitored separately. This not only allows imminent damage to be recognized in a timely manner, it may also be located when it occurs. In an embodiment, the electrical variable represents the electrical resistance of the connecting point itself, wherein the electrical resistance is determined by means of four-terminal measurement. The voltage drop over the connecting point may be easily measured according to four-terminal measurement. This measured voltage drop divided by the determined operating current strength with which the operating current flows through the connecting point at the measuring time supplies the electrical resistance of the connecting point. A simple voltmeter may be used to determine the electrical resistance of the connecting point in order to tap the voltage drop across the connecting point to influence the flow of current through the connecting point as little as possible. The voltage value measured in this way may then be divided by the known operating current strength. Alternatively, a resistance meter may also be used directly, such as an ohmmeter or respectively a micro-ohmmeter that ascertains the electrical resistance as described and provides it directly as an output variable. By means of these measures, it is possible to monitor the electrical resistance of the connecting point without significant additional effort while the component is operating, i.e., while an operating current is flowing through the connecting point, and to predict imminent damage based thereupon in a timely manner. In determining the resistance, in particular the determined operating current strength which flows through the connecting point is assumed to be known. Either the operating current is detected by a corresponding measuring unit such as a shunt resistor which occurs in any case in many components of a motor vehicle electrical system, especially within a battery system, or the connecting point is located at a point through which a given and constant operating current strength already flows. If this is the case for example, i.e., the connecting point is located at a position within the motor vehicle electrical system through which a predetermined and constant operating current already flows, the dropping voltage per se across the connecting point may also be monitored instead of the electrical resistance of the connecting point since in this case it differs from the electrical resistance of the connecting point only in terms of a constant factor that is the same as the operating current strength. In another embodiment, it is therefore provided that a voltage drop across the connecting point is measured as the electrical variable. In this case, imminent damage may therefore also be detected directly depending on this measured voltage drop, in particular without necessarily also calculating the electrical resistance of the connecting point from the voltage drop. Moreover, other variables than the electrical variable may also be ascertained that are related to the electrical resistance of the connecting point and for example are proportional to the electrical resistance of the connecting point and therefore allow conclusions about it. In some examples, indirect proportionality should also be considered to be covered by the term proportionality. Correspondingly, the electrical variable may also represent the current electrical conductivity of the connecting point. Independent of whether the voltage drop across the connecting point represents the electrical variable or the electrical resistance itself, the voltage drop across the connecting point is measured. The prediction of imminent damage may then either be determined directly by the currently measured voltage drop value, for example given a constant operating current strength, or it may be ascertained from the measured voltage drop value of the electrical resistance or the electrical conductivity of the connecting point, and then the prediction may be made about the existence of imminent damage to the connecting point. In this case, it is also beneficial if the repeatedly ascertained value of the electrical variable, i.e., for example the ascertained voltage drop value, the ascertained value of the electrical resistance, or the ascertained value of the electrical conductivity of the connecting point is compared with a predetermined limit value to predict the imminent damage. Imminent damage to the connecting point may be inferred from increased electrical resistance, and correspondingly, given a constant operating current, when the voltage drop across the connecting point is elevated or electrical conductivity of the connecting point is lower. In other words, imminent damage to the connecting point may be predicted in a particularly easy manner by comparing the repeatedly ascertained electrical variable to a predetermined limit value. In another embodiment, a currently ascertained value of the electrical variable is compared with at least one of the preceding values of the electrical variable to predict the imminent damage. In contrast to comparing the electrical variable with a predetermined limit value, this embodiment is particularly beneficial for the following reasons: In order to be able to establish in advance a suitable limit value for the repeatedly ascertained electrical variable, the mechanical and/or electrical properties of the connecting point must be known such as for example the electrical resistance of the connecting point in a flawless, operable state of the connecting point in which no damage to the connecting point exists and is not soon imminent. For various types of connecting points, particular suitable limit values must be as established, for example by experimentally determining at equivalent connecting points. Contrastingly in a comparison of the electrical variable with at least one of the preceding values of the electrical variable, it is unnecessary to possess knowledge of the mechanical or electrical properties of the connecting point. This is based on the awareness that the electrical resistance of a connecting point rises within a short period before it is actually damaged. In normal operation, i.e., when damage to the connecting point is not imminent, the electrical resistance of the connecting point remains nearly constant over a long time. A rise in the electrical resistance in comparison to its previous nearly constant value is only found shortly before damage, such as for example a crack or even a break. Even if a break at the connecting point should occur, the electrical resistance of the connecting point would not rise abruptly beforehand, but rather continuously. This continuous rise may be detected by observing the repeatedly ascertained values of the electrical variable, such as by comparing each new, or respectively currently ascertained value of the electrical variable with at least one of the preceding values of the electrical variable. If a current value is higher than a proceeding value, or if sequentially ascertained values have a rising trend at least on average, such as when the electrical variable represents the electrical resistance itself or the voltage drop across the connecting point, it may be concluded that damage to the connecting point is imminent. Consequently, another embodiment exists when imminent damage is recorded if a currently ascertained value of the electrical variable has a predetermined significant change, such as an increase, in comparison to at least one of the preceding values of the electrical variable ascertained beforehand. If in contrast the electrical resistance itself or the voltage drop is not considered as the electrical variable, but rather the electrical conductivity of the connecting point, imminent damage may be analogously detected when the currently ascertained value of the electrical variable has a predetermined significant decrease, or respectively reduction in comparison to at least one of the previously ascertained values of the electrical variable. In this case, a particular current value cannot only be compared with a preceding value, but also with several. For example, a particular currently ascertained value may be compared with an average that is composed of a predetermined number of previously ascertained values. Through averaging, measuring imprecisions do not have such a significant effect, which significantly increases predictive precision. In addition, it is also conceivable to compare not just one single current value with at least one preceding value, but rather to form a first average from the currently ascertained value together with a predetermined number of previously and subsequently ascertained values which is compared with a second average that is composed in turn from previously measured values of the electrical variable. The second average is then for example determined from values of the electrical variable in which the connecting point is in an intact state, and not in a state of imminent damage. This average for example may be determined and saved upon initial operation of the connecting point. In another embodiment, the predetermined significant change represents a predetermined portion of the at least one previously ascertained value. In other words, the predetermined significant change may be defined as a percent value relative to the at least one previously ascertained value. If the repeatedly ascertained electrical variable is in turn the voltage drop across the connecting point or the electrical resistance of the connecting point itself, the predetermined significant change is in turn a predetermined significant increase. In the event that the electrical variable represents the electrical conductivity of the connecting point, the predetermined significant change is again a predetermined significant decrease. In this case as well, “at least one previously ascertained value” may also be understood as an average of several previously ascertained values. For example, imminent damage to the connecting point may be considered recognized when the electrical resistance of the connecting point according to a currently ascertained value is higher by for example 5% in comparison to the average of several previously ascertained values of the resistance. The average does not necessarily have to be formed from values of the resistance ascertained immediately beforehand; instead, it may also be formed from resistance values that fall within a predetermined ascertainment period in which the connecting point is still fully intact. This may for example be an ascertainment period as of the initialization of the method, or respectively as of the first startup of the motor vehicle electrical system, or at least part of the motor vehicle electrical system, such as for example a battery that includes the two conductors with the connecting point. In general, the specific significant change at which imminent damage to the connecting point is considered recognized may lie within a range between 4 and 10%. Within such a range, an increase may be recognized of the resistance value, or other values of electric variables as well such as for example the voltage drop or also the conductivity as a result of imminent damage and, at the same time, there is still a sufficient interval from the actual damage, or respectively from a complete break of the connecting point, because of a limit value within such a range. This therefore enables a reliable and simultaneously also timely recognition of the imminent damage to the connecting point. It is moreover also conceivable to plot an averaged curve using the values of the electrical variable ascertained up to a current point in time and, in the event that this curve rises to a predetermined significant extent, and/or its rise exceeds a predetermined limit value, imminent damage is recognized. It is moreover beneficial if a warning signal is output when imminent damage is detected. For example, such a warning signal may be output to the driver in visual, acoustic or haptic form. In the simplest case, a warning lamp may light up, for example, or a note may also be output to the driver on a display, for example with a note to search for a workshop. Moreover, deactivation measures may also be initiated in a timely manner when imminent damage is detected such as for example disconnecting the relevant device that comprises the two conductors connected across the connecting point, such as for example disconnecting the battery by opening the main contactor so that worse consequences resulting from damage to the connecting point may be avoided. Moreover and in another exemplary aspect, a device for a motor vehicle electrical system is provided, wherein the device has two electrical conductors that are connected to each other in an electrically conductive manner across a connecting point, and a measuring apparatus for predicting imminent damage to the connecting point between the two electrical conductors. In this case, the measuring apparatus is designed to ascertain a value of an electrical variable that is at least related to an electrical resistance of the connecting point, and to make the prediction of imminent damage depending on the value of the electrical variable. The measuring apparatus is furthermore configured so that the value of the electrical variable is repeatedly determined while the motor vehicle electrical system is in operation while an operating current of a determined operating current strength flows through the connection point. The benefits mentioned with respect to the method according to the first exemplary aspect and its embodiments apply similarly to the device according to the present aspect. Moreover, the method steps mentioned in conjunction with the method according to the first exemplary aspect and its embodiments may also be used in further embodiments of the device according to the present aspect. The device may especially be designed as a battery, such as a high voltage battery. There are numerous connecting points particularly in high-voltage batteries, such as from welding or screwing joined conductors, so that monitoring these connecting points within a battery, such as a high voltage battery, is beneficial. Moreover and in another exemplary aspect, a motor vehicle with a device according to the preceding aspect or its embodiments is provided. The mentioned benefits with respect to the device and its embodiments also apply to the motor vehicle. The motor vehicle may for example be designed as a hybrid vehicle with an electric drive, or also for example as a pure electric vehicle in which the device designed as a battery serves as a traction battery. In the following, further exemplary embodiments are described. In the exemplary embodiments, the described components of the embodiments each represent individual features or components that may form an embodiment independent of each other, and should therefore be considered as a part of the invention individually, in combination, and in a combination other than shown. In addition, the described embodiments may also be supplemented by features or components, other than those already described. Elements having the same or similar functions are, in each case, provided with the same reference numerals in the FIGS. FIG.1shows a schematic representation of a motor vehicle10with a motor vehicle electrical network12that comprises a high-voltage battery14. The motor vehicle electrical system12may comprise additional components that are not shown in greater detail here such as for example various consumers, power electronics, and an electric motor. The high-voltage battery14comprises at least two electrical conductors16a,16bwhich are connected to each other in an electrically conductive manner across a connecting point16csuch as for example a joint, for example a weld seam. For example, the high-voltage battery14may comprise a plurality of such electrical conductors connected to each other across respective connecting points. Moreover, the high-voltage battery14has a measuring apparatus18that is designed to monitor and to predict imminent damage to the connecting point16c. This will be described in greater detail with reference toFIG.2. FIG.2shows a schematic representation of two electrical conductors16a,16bwhich in turn are connected to each other in an electrically conductive manner across a connecting point16c, for example a welded connection. The measuring apparatus18in this example comprises a voltage measuring unit20for measuring a voltage U that decreases across a connecting point16c. This voltage U is measured while the motor vehicle electrical system12is operating, whereas an operating current IBthat for example may be constant and is assumed to be known flows through the connecting point16c. The electrical resistance Rx of the connecting point16cmay therefore be easily ascertained from the measured voltage drop U and the known operating current strength IB. The measured voltage U is tapped in particular via two taps P1, P2, wherein a first tap P1is located at the first conductor16a, and the second tap P2is located at the second conductor16b. Moreover, these taps P1, P2are at a predetermined proximity from the connecting point16c, in particular such that no other components are located between these two taps P1, P2, just the connecting point16c. Moreover the line resistances R1, R2that are provided by the respective lines between the respective taps P1, P2and the measuring unit20are large in comparison to the resistance Rx of the connecting point16citself, in particular larger by orders of magnitude, so that the current flowing through these lines and through the measuring unit20may be assumed to be negligibly small in comparison to the current IBflowing through the connecting point16c. Then the electrical resistance Rx of the connecting point16ceasily results by dividing the voltage U tapped via the connecting point16cand the current operating current strength IB. The value of the voltage U is repeatedly measured, for example initiated by suitable trigger signals or at predetermined intervals of time or the like, for example every five minutes, and transmitted to a control apparatus22. The control apparatus22then ascertains the electrical resistance Rx of the connecting point from the currently measured value of the voltage U and the known current strength IBas described. Instead of the measuring unit20designed in this case as a voltage measuring unit, a resistance measuring unit such as a micro-ohm meter may for example also be used directly that, as described, directly determines the electrical resistance Rx from the voltage decreasing across the connecting point16c, and only then correspondingly transmits it to the control apparatus22for further evaluation. Using the repeatedly calculated resistance values Rx, the control unit22checks whether or not damage to the connecting point16cis imminent. Damage does not necessarily have to be understood as a complete break of the connecting point16cwhich leads to a complete separation of the two conductors16a,16b, but rather initial loosenings or a crack in the connecting point16c. If imminent damage is correspondingly recognized by the control apparatus22depending on the ascertained, or respectively calculated resistance values Rx of the connecting point, the control apparatus22may emit a corresponding signal that for example triggers a warning to the driver, or for example also triggers a disconnection of the battery14from the remaining electrical system12. Imminent damage may in particular be recognized by a significantly rising characteristic of the electrical resistance Rx of the connecting point16c. This will now be explained below in greater detail with reference toFIG.3. FIG.3shows a graphic representation of repeatedly ascertained resistance values Rx under cyclical mechanical stress depending on the number N of cycles. Within the context of an experiment, a connecting point16cbetween two electrical conductors16a,16b, or respectively the two electrical conductors16a,16bwere mechanic stressed periodically under tension and in doing so, the electrical resistance Rx of the connecting point16cwas repeatedly measured as described with respect toFIG.2. As may be seen fromFIG.3, the electrical resistance Rx remains nearly constant over many cycles16c, and only before the damage to the connecting point that is designated by24in the graphic inFIG.3does the resistance Rx of the connecting point16crise significantly relative to the previous, nearly constant values. This rise may then be used to recognize imminent damage in a timely manner. A limit value G may hence for example be established for the resistance Rx and, when exceeded, imminent damage may be considered detected. This limit value G may be established as a percent value relative to an average M of a plurality of previously ascertained resistance values Rx. The average M in turn may be formed from a plurality of resistance values Rx that were ascertained at a certain interval A in which the connecting point16cis in an intact state, and within which no significant rise of the resistance value Rx is observed. Alternatively, however, a predetermined number of sequentially ascertained resistance values Rx may also always be averaged, and once a rise in these average resistance values Rx is observed over several measuring points, such as over a predetermined number of sequential measuring points, imminent damage may be considered detected. In this manner, the control apparatus22may hence beneficially recognize imminent damage24to the connecting point16cin a timely manner depending on a consideration of a particular currently ascertained resistance value Rx with reference to the previously ascertained resistance values Rx. This has the significant benefit that, while the component is operating, a prediction of damage may be made without significant additional effort in situ. Since electrical current IBflows through the components during operation in any case, only the attachment of a measuring unit, such as for example the voltage measuring unit20described here, is necessary. Overall, the example illustrates how a sudden component failure can be prevented in a timely manner by the invention since such a component failure, in particular damage to the connecting point, can be already predicted before it occurs. In doing so, the fact can be exploited that the electrical connection resistance correlates directly with the progression of the component damage, for example at welded connections. Only shortly before component failure occurs is a significant rise in the electrical connection resistance discernible. This allows reliable permanent monitoring of connecting points to be provided using particularly simple means. LIST OF REFERENCE NUMERALS 10Motor vehicle12Motor vehicle electrical system14High-voltage battery16aFirst conductor16bSecond conductor16cConnecting point18Measurement apparatus20Measuring unit22Control apparatus24DamageG Limit valueIBOperating currentM AverageN Number of cyclesP1, P2TapR1, R2Line resistanceRx Resistance of the connecting pointU StressΔ Interval The invention has been described in the preceding using various exemplary embodiments. Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure, and the appended claims. In the claims, the word “comprising” does not exclude other elements or steps, and the indefinite article “a” or “an” does not exclude a plurality. A single processor, module or other unit or device may fulfil the functions of several items recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims or embodiments does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope. | 27,694 |
11858437 | DETAILED DESCRIPTION Reference will now be made in detail to embodiments of the present disclosure, examples of which are described herein and illustrated in the accompanying drawings. While the present disclosure will be described in conjunction with embodiments and/or examples, they do not limit the present disclosure to these embodiments and/or examples. On the contrary, the present disclosure covers alternatives, modifications, and equivalents. In embodiments, such as generally illustrated inFIGS.1and2, an electrical assembly20may include one or more contactors22(or relays, electrical switches, etc.), such as a first contactor221, a second contactor222, a third contactor223, and/or a fourth contactor224, a bus bar assembly24, a bracket26, and/or a cooling member28. Electrical currents flowing through the bus bar assembly24and/or the contactor(s)22may generate or result in a large amount of heat. For example and without limitation, an electrical assembly20and/or the contactors22may be configured for use with currents of at least 500 Amps (e.g., for several minutes or more), at least 1000 Amps, and/or at least 2500 Amps (e.g., for at least 10-15 seconds). The cooling member28may be configured to facilitate dissipation of at least some of the generated heat. In embodiments, such as generally illustrated inFIG.2, a contactor22may include an outer wall50, a first contactor terminal52, a second contactor terminal54, an electrically conductive contact member56configured to selectively electrically connect the first terminal52and the second terminal54, and/or actuator58. An actuator58may be configured to change the contactor22between an inactive/open state in which the contact member56does not electrically connect the first terminal52and the second terminal54, and an active/closed state in which the contact member56does electrically connect the first terminal52and the second terminal54. An actuator58may, for example and without limitation, include an electromagnet, a coil, and/or a solenoid configured to move the contact member56into and out of electrical contact with the terminals52,54. With examples, such as generally illustrated inFIG.1, a bus bar assembly24may be electrically connected to one or contactors22, a power source40(e.g., a battery, an outlet, etc.), and/or one or more electrical loads170. A bus bar assembly24may include a first bus bar60and/or one or more second bus bars62(e.g., second bus bar621,622,623,624) (see, e.g.,FIGS.1and3). The first bus bar60may be electrically connected to some or all of the contactors22and/or the power source40. For example, the first bus bar60may be connected (e.g., directly) to the first terminals52of the contactor(s)22and may be connected to the power source40, at least indirectly, to provide current from the power source40to the contactor(s)22. In some configurations, the first bus bar60may include a first portion60A that may be connected to the first terminals52of the first and second contactors221,2and/or may include a second portion60B that may be connected to the first terminals52of the third and fourth contactors223,4. The first portion60A and the second portion60B may be separate or integrally formed. A respective second bus bar62may be connected to a second terminal54of one or more contactors22. The second bus bars62may electrically connect a contactor22to a respective load170(e.g., loads1701,1702,1703,1704). A load170may, for example and without limitation, include a single load or a plurality of loads, such as one or more vehicle systems or components (e.g., air conditioner, heater, electric motor, etc.). In embodiments, such as generally illustrated inFIGS.2-4, a bus bar assembly24may, for example, be disposed, at least in part, directly on one or more contactors22. For example and without limitation, the first bus bar60may be disposed directly on the outer wall50and/or the first terminal52of a contactor22. A second bus bar62may be disposed directly on an outer wall50and/or a second terminal54of a contactor22. In examples, such as generally illustrated inFIGS.1and2, a cooling member28may be configured for active cooling (e.g., as an active cooling member). The cooling member28may include a body70(e.g., a cold plate) having a first portion/member72and a second portion/member74. The first portion72and the second portion74may be separate/independent (e.g., separate monolithic components) and may be configured to be connected together. The first portion72may be configured as a body and the second portion74may be configured as a cover. For example and without limitation, the first portion72may include a first recess76disposed in a first (e.g., top) surface and the second portion74may be configured to cover the first recess76such that the first recess76and the second portion74may function as and/or provide a fluid passage80(see, e.g.,FIG.2). The first recess76may, for example, extend along substantially all of the length of the cooling member28. The fluid passage80may be configured to receive a cooling fluid82(e.g., water, glycol, air, etc.) and/or a fluid conduit84(e.g., a pipe, tube, etc.) for the cooling fluid82. The fluid passage80and/or the fluid conduit84may be connected to a fluid reservoir/tank86of cooling fluid82and/or a pump88that may pump the cooling fluid82, such as from the fluid reservoir86, through the cold plate70to dissipate heat from the electrical assembly20(see, e.g.,FIG.1). In embodiments, such as generally illustrated inFIGS.2,6, and7, a cooling member28may include a second recess78that may be disposed opposite the first recess76(e.g., the first recess76and the second recess78may open in opposite directions). The second recess78may be configured to at least partially receive one or more contactors22, a bus bar assembly24, a bracket26, and/or a flexible circuit144. The second recess78may, for example, extend along substantially all of the length of the cooling member28. The first recess76and/or the second recess78of the cooling member28may provide the cooling member28and/or the body70with an at least partially hollow configuration and/or a generally H-shaped cross-sectional shape. With embodiments, such as generally illustrated inFIGS.1and5, a bracket26may be configured to connect a cooling member28with one or more contactors22, such as via a bus bar assembly24. A bracket26may include one or more of a variety of shapes, sizes, materials, and/or configurations. For example and without limitation, the bracket26may include plastic and/or one or more electrically insulating materials, and may include a generally elongated rectangular frame configuration. A bracket26may include one or more apertures100that may be configured to at least partially receive a contactor22(see, e.g.,FIG.5). For example and without limitation, a bracket26may include apertures1001-4for contactors221-4. An aperture100may be configured as a through aperture that may extend through the bracket26. The bracket26may include one or more sleeve portions104(e.g., sleeve portions1041-4) that may extend from a body102of the bracket26and that may at least partially define the one or more apertures100. A sleeve portion104may be configured to limit movement (e.g., tilting, X-movement, Y-movement, etc.) of a contactor22. A shape of at least some of a sleeve portion104may, for example, generally correspond to a shape at least some of a contactor22. For example and without limitation, a sleeve portion104may include a generally cylindrical configuration if a contactor22includes a generally cylindrical configuration, and/or a sleeve portion104may include a generally rectangular configuration if a contactor22includes a generally rectangular configuration. Some sleeve portions104may be shorter (e.g., in an axial/Z-direction) than a contactor22such that the sleeve portion104covers some of the outer wall50of a contactor22and an exposed portion106of the outer wall50is not covered by the sleeve portion104(see, e.g., contactor221). The exposed portion106may, for example, include a side (e.g., an outer radial surface) of the outer wall50, be disposed proximate a second (e.g., bottom) end of the contactor22, include a second/bottom surface50B of the contactor22, and/or extend around some or all of a perimeter/circumference of the contactor22. In embodiments, other sleeve portions104may be about the same length as or longer than a contactor22such that the sleeve portion104and the body102may substantially cover a side surface (e.g., an outer radial surface) of the outer wall50(see, e.g., contactors222-4). The body102and the sleeve portions104may not cover first surfaces50A (e.g., top axial surfaces) of the contactors22and/or may not cover second surfaces50B (e.g., bottom axial surfaces) of the contactors22, which may facilitate cooling. For example and without limitation, the outer wall50, the second surfaces50B, and/or the exposed portion106of a contactor22may comprise metal (e.g., steel) and ambient air may flow past the second surfaces50B and/or the exposed portion106, which may provide cooling/heat dissipation, at least to some degree. In contrast, some other contactor designs include a plastic housing (e.g., a thermally insulating housing) that covers all of a contactor, limiting cooling/heat dissipation. With embodiments, such as generally illustrated inFIGS.2,4,6, and7, one or more contactors22, a bus bar assembly24, a bracket26, and/or a cooling member28may be connected together (e.g., mechanically). The one or more contactors22may be connected to the bus bar assembly24. For example and without limitation, the one or more contactors22may be fixed (e.g., bolted/screwed) to a first bus bar60and a second bus bar62via one or more first fasteners120(see, e.g.,FIGS.2and4). Connection between the bus bar assembly24(e.g., bus bars60,62) and the contactor(s)22may provide and/or facilitate an electrical connection between the bus bars60,62and the contactors22. In embodiments, such as generally illustrated inFIG.6, the bus bar assembly24may be connected to the bracket26. For example and without limitation, the bus bars60,62may be fixed (e.g., bolted/screwed) to the bracket26via one or more second fasteners122that may be inserted into the bus bars60,62and then down into a top of the bracket26. With embodiments, such as generally illustrated inFIG.7, the bracket26may be connected to the cooling member28. For example and without limitation, the bracket26may be fixed (e.g., bolted/screwed) to the cooling member28via one or more third fasteners124that may be inserted into the bracket26and then up into a bottom of the cooling member28. A fastener120,122,124may, for example and without limitation, include a screw, a bolt, and/or a rivet, among others. In some embodiments, the one or more contactors22may, for example, be directly fixed to the bus bar assembly24, may be indirectly fixed to the bracket26via the bus bar assembly24, and/or may be indirectly fixed to the cooling member28via the bus bar assembly24and the bracket26. The one or more contactors22may, for example and without limitation, not be fixed directly to the bracket26and/or the cooling member28. The bus bar assembly24may be directly fixed to the bracket26and/or may be indirectly fixed to the cooling member28via the bracket26. The bus bar assembly24may, for example and without limitation, not be fixed directly to the cooling member28. With embodiments, such as generally illustrated inFIG.2, an aperture100of a bracket26may include a lip130(e.g., axial surface) that may be configured to contact a contactor22. For example, an outer wall50of a contactor22may include a flange132that may extend outward (e.g., radially outward), and the contactor22may be inserted into the aperture100until the flange132contacts the lip130. The lip130may at least temporarily support the contactor22, such as until the contactor22is connected with the bus bar assembly24. In embodiments, a controller110may be configured to control the contactors22to selectively provide power from a power source40to one or more electrical loads170(see, e.g.,FIGS.1and3). For example and without limitation, the controller110may be configured to generate one or more control signals to control operation of an actuator58of a contactor22to selectively open and close the contactor22, which may selectively provide power from the power source40to the one or more electrical loads170. In some example configurations, the controller110may be electrically connected to a first control terminal140and/or a second control terminal142of a contactor22that may be connected (e.g., electrically) to an actuator58of the contactor22(see, e.g.,FIGS.7-8). For example and without limitation, the controller110may be connected to the control terminals140,142via a flexible circuit/ribbon cable144that may include a conductor146(e.g., conductors1461-8) for each control terminal140,142. The flexible circuit144may include a first end148that may be connected to an electrical connector150that may be connected to the bracket26(see, e.g.,FIG.5). The controller110may be electrically connected to the flexible circuit144via the electrical connector150. The electrical connector150may include a terminal/pin for each conductor146of the flexible circuit144. For example and without limitation, a single electrical connector150(e.g., an external electrical connector) may provide/facilitate electrical connections with a plurality of contactors22. With embodiments, a flexible circuit144may include one or more second ends152(e.g., second ends1521,1522,1523,1524) that may be connected to respective contactors22(see, e.g.,FIGS.5and8). A second end152may include a pair of conductors146connected to the control terminals140,142. The pair of conductors146may, for example, include eyelets154that may be disposed over/around the control terminals140,142(e.g., the control terminals140,142may be inserted into the eyelets154). The eyelets154may be integrally formed as part of the flexible circuit144. In embodiments, such as generally illustrated inFIGS.3,6, and7, a flexible circuit144may be disposed on and/or extend along a top surface of a bracket26, such as to some or each of the one or more contactors22. The flexible circuit144may, for example, be disposed at least partially below a bus bar assembly24. For example and without limitation, most or substantially all of the flexible circuit144may be disposed between one or more bus bars60,62and the bracket26. The bus bars60,62may be disposed at a relatively small distance from the bracket26that may be sufficient for the flexible circuit144, but there may be insufficient space for individual wires or other types of cables/wires. With embodiments, such as generally illustrated inFIG.8, a contactor22may include a vent160(e.g., a fluid vent). The vent160may be configured to limit fluid pressure differentials between the inside and the outside of a contactor22. For example and without limitation, if the temperature inside a contactor22increases, the air pressure inside the contactor may increase. The vent160may allow air to flow out of the contactor22to decrease the internal air pressure, such as if the pressure exceeds a pressure threshold. Additionally or alternatively, the vent160may allow air to flow into the contactor22to increase the internal air pressure, such as if the pressure is below a second pressure threshold. With embodiments, such as generally illustrated inFIG.4, a contactor22may include a top cover162. The top cover162may at least partially cover a first control terminal140, a second control terminal142, and/or a vent160. For example and without limitation, a top cover162may include a first recess164that may at least partially cover and/or receive a first control terminal140and/or a second control terminal142. Additionally or alternatively, a top cover162may include a second recess166that may at least partially cover and/or receive a vent160. The top cover162may include an insulating wall168that may extend at least partially between a first terminal52and a second terminal54and/or between the first recess164and the second recess166. For example and without limitation, a top cover162may be substantially planar and may extend from the first recess164to the second recess166such that the top cover162separates and electrically insulates the first terminal52and the second terminal54. The top cover162may include an electrically insulating material that may or may not be thermally conductive. In embodiments, the electrical loads170may include one or more complementary loads, which may include loads being configured such that only one (e.g., of a pair or set) would be expected to be activated/operated at any given time. For example and without limitation, a first electrical load1701may include an air conditioner (e.g., to provide cooled air, such as in a vehicle) and/or a second electrical load1702may include a heater (e.g., to provide warmed air, such as in the vehicle). With embodiments, such as generally illustrated inFIG.9, an electrical assembly20may include a sensor assembly178. The sensor assembly178may include a shunt resistor180, a circuit board182, and/or a plurality of pins184, such as a first pin1841, a second pin1842, and/or a third pin1843. In some configurations, the shunt resistor180may be connected (e.g., directly) to the bus bar assembly24. For example, the shunt resistor180may be connected to the bus bar assembly24via welding, riveting, soldering, using fasteners such as screws, bolts, and nuts, and/or adhesive, among others. In some examples, the shunt resistor180may be disposed between and/or connected to a bus bar first portion64A and a bus bar second portion64B of the bus bar assembly24. The bus bar first and second portions64A,64B may be portions of a first bus bar60, a second bus bar62, or another bus bar. In embodiments, the shunt resistor180may be configured to facilitate determining an electrical current flowing through a bus bar of the bus bar assembly24. For example, the shunt resistor180may connect the bus bar first portion64A with the bus bar second portion64B, such that an electrical current is able to flow through the bus bar first portion64A, the shunt resistor180, and the bus bar second portion64B. The electrical current may be determined by measuring a voltage drop across the shunt resistor180(e.g., measuring the voltage drop between the bus bar first portion64A and the bus bar second portion64B). With embodiments, such as generally illustrated inFIGS.11and12A-12C, a circuit board182may include a sensor186that may be configured to, at least in part, obtain temperature information about the bus bar assembly24. In some example configurations, the circuit board182may include one or more apertures188, such as a first aperture1881, a second aperture1882, a third aperture1883, a fourth aperture1884, a fifth aperture1885, and/or a sixth aperture1886(see, e.g.,FIGS.12A-12C). One or more of the apertures1881-6may, for example and without limitation, include plated through holes. In some embodiments, the sensor186may include a thermistor. For example and without limitation, the sensor186may include a negative temperature coefficient (NTC) thermistor. With such a configuration, when a temperature that the sensor186is exposed to increases, a resistance of the sensor186may decrease. Conversely, when the temperature that the sensor186is exposed to decreases, a resistance of the sensor186may increase. With embodiments, the circuit board182may be fixed directly to the bus bar assembly24. For example, the circuit board182may be connected to bus bar assembly24via a plurality of pins184. In some instances, the plurality of pins184may include an electrically conductive and thermally conductive material (e.g., a metal). A first pin1841of the plurality of pins184may be fixed directly (e.g., press-fit, welded, riveted, soldered, glued, among others) to a first bus bar60, and/or a second pin1842of the plurality of pins184may be fixed directly to a second bus bar62. In some examples, the circuit board182may be offset from bus bar assembly24via the plurality of pins184. For example, the first pin1841and the second pin1842may each include a first portion190A1-2having a first diameter D1and/or a second portion190B1-2having a second diameter D2that is larger than the first diameter D1. The second portion190B1of the first pin1841may be connected to and extend away from a first surface SAof the bus bar first portion64A, and the second portion190B2of the second pin1842may be connected to and extend away from a first surface SBof the bus bar second portion64B. The first portion190A1of the first pin1841may be disposed at least partially in a first aperture1881of the circuit board182, and the first portion190A2of the second pin1842may be disposed at least partially in a second aperture1882of the circuit board182. In an assembled configuration, the circuit board182may be supported by the second portions190B1-2of the first pin1841and the second pin1842, and/or may be offset from the first surface SAof the bus bar first portion64A and the first surface SBof the bus bar second portion64B by a distance Li (see, e.g.,FIG.15). For example and without limitation, the pins1841-3may include shoulder pins that may have respective shoulders190C1-3on which the circuit board182may be disposed. With embodiments, such as generally illustrated inFIG.15, first surfaces SA-Band/or the shunt resistor180may be thermally coupled to the circuit board182, such as via a thermally conductive material222(e.g., potting material). The thermally conductive material222may, in some examples, fill a gap between (i) the circuit board and (ii) the first surfaces SA-Band/or the shunt resistor180. Second surface SC-Dof the bus bar portions64A,64B may be thermally coupled to the cooling member28, such as via a thermally conductive material220, which may or may not have the same material composition as thermally conductive material222. For example and without limitation, the bus bar portions64A,64B and/or the shunt resistor180may be disposed at least partially directly between the cooling member28and the circuit board182(e.g., in an overlapping configuration). In embodiments, such as generally illustrated inFIGS.12A-12C, the circuit board182may include a plurality of layers194, such as a first layer1941, a second layer1942, and/or one or more additional layers1943. In some examples, the circuit board182may include a plurality of electrical traces196, such as a first electrical trace1961, a second electrical trace1962, and/or a third electrical trace1963(see, e.g.,FIG.12A). The first layer1941may include a conductor portion1981(e.g., a copper pour) that may have a shape that may correspond and/or be substantially similar to a shape of the sensor186(see, e.g.,FIG.12A). For example and without limitation, the first conductor portion1981may include a generally U-shaped configuration and a gap between the legs may be at least partially aligned with the sensor186(e.g., in a direction perpendicular to the circuit board182). The second layer1942may include one or more conductor portions1982-3that may be larger than the conductor portion1981of the first layer1941(see, e.g.,FIG.12B). In an assembled configuration, the conductor portion1981of the first layer1941and/or the conductor portion1982of the second layer1942may facilitate, at least in part, a thermal transfer from the bus bar assembly24to the sensor186. In some embodiments, one or more layers1941-3and/or one or more conductor portions1981-3may be connected to and/or in contact with an aperture1881-6and/or conductive material/plating thereof. For example and without limitation, the first conductor portion1981and/or the second conductor portion1982may be in contact with plating of the third aperture1883, which may minimize thermal impedance and/or facilitate heat transfer from the bus bar assembly24to the third pin1843to the sensor186. The second layer1942and/or the one or more additional layers1943may provide a close thermal coupling to the sensor186and/or act as a hot plate to closely match the temperature of the bus bar assembly24proximate the circuit board182(e.g., the bus bar portions64A,64B). In some configurations, the third pin1843may not be electrically connected to other components. For example and without limitation, the third pin1843may provide structural support for the circuit board182and may facilitate heat transfer to the circuit board182, and may not be utilized from transferring/transmitting information or signals. In some example configurations, such as generally illustrated inFIGS.10A and10B, an electrical connector200may include a first portion202(e.g., a socket portion) and/or a second portion204(e.g., a plug portion). The first portion202may be detachably coupled to the second portion204and/or the second portion204may be fixed to a wire/cable206. In some examples, the first portion202may be fixed directly (e.g., soldered, glued, etc.) to the circuit board182. In some configurations, the first portion202may include a plurality of sockets208, such as a first socket2081, a second socket2082, and/or a third socket2083(see, e.g.,FIG.14). In some examples, the first portion202may include a plurality of terminals210, such as a first terminal2101, a second terminal2102, and/or a third terminal2103. The first terminal2101may be disposed within the first socket2081, the second terminal2102may be disposed within the second socket2082, and/or the third terminal2103may be disposed within the third socket2083. The plurality of terminals210may include one or more electrically conductive materials (e.g., metal). In some embodiments, such as generally illustrated inFIGS.12A-12C, in an assembled configuration, the first pin1841may be at least partially disposed in the first aperture1881of the circuit board182, the second pin1842may be at least partially disposed in the second aperture1882of the circuit board182, the third pin1843may be at least partially disposed in the third aperture1883of the circuit board182, the first terminal2101of the first portion202may be at least partially disposed in the fourth aperture1884of the circuit board182, the second terminal2102of the first portion202may be at least partially disposed in the fifth aperture1885of the circuit board182, and/or the third terminal2103of the first portion202may be at least partially disposed in the sixth aperture1886of the circuit board182. In some examples, in an assembled configuration, the first pin1841may be electrically connected to the first terminal2101of the first portion202via the first electrical trace1961, the second pin1842may be electrically connected to second terminal2102of the first portion202via the second electrical trace1962and/or one or more conductor portions1981-2, and/or the sensor186may be electrically connected to the third terminal2103of the first portion202via the third electrical trace1963. In some example configurations, the first terminal2101and the second terminal2102may be connected to the shunt resistor180and/or the bus bar portions64A,64B, via the first and second pins1841,1842, and/or the second terminal2102and the third terminal2103may be connected (e.g., electrically) to the sensor186(e.g., the shunt resistor180and the sensor186may share the second terminal2102in configurations with three terminals). In other configurations, the first portion202may include one or more additional terminals (e.g., a total of four or more terminals) and the shunt resistor180and the sensor186may utilize separate terminals. In embodiments, the size (e.g., cross-sectional area) of the traces1961-3may be minimized to increase thermal impedance between the sensor assembly178and components connected to the sensor assembly178(e.g., the wire/cable206), which may minimize heat transfer to such components and/or from such components, which may facilitate maintaining the temperature (and/or temperature changes) proximate the sensor186substantially the same as the shunt resistor180. In embodiments, such as illustrated inFIGS.10A and10B, a circuit board182may be electrically connected to a controller110, at least in part, via an electrical connector200and/or a wire/cable206. The wire/cable206may include a plurality of conductors212, such as a first conductor2121, a second conductor2122, and/or a third conductor2123. In some instances, a second portion204of the electrical connector200may be disposed at a terminal end of the wire/cable206. In an assembled configuration, the second portion204may be connected to a first portion202of the electrical connector200, such that the first conductor2121is electrically connected to the first terminal2101, the second conductor2122is electrically connected to the second terminal2102, and/or the third conductor2123is electrically connected to the third terminal2103. In some embodiments, a controller110may be configured to determine an electrical current of the bus bar assembly24according, at least in part, to information obtained via the sensor assembly178. For example, the controller110may be configured to determine a voltage drop across a shunt resistor180via the first and a second pins1841-2and/or the first and second conductors2121-2. A resistance value of the shunt resistor180may be stored in and/or accessible to the controller110. The controller110may determine a bus bar current according to the voltage drop divided by the resistance value. In embodiments, the controller110may be configured to adjust the determined bus bar current based on a temperature of and/or proximate the bus bar assembly24, such as to minimize an impact of and/or compensate for temperature on the determined electrical current (e.g., changes to the resistance value). The controller110may determine a temperature of and/or proximate the bus bar portions64A,64B via the sensor186. For example, the controller110may obtain the resistance of the sensor186and convert the resistance to a temperature (e.g., based on properties of the sensor186that may be stored on and/or accessible to the controller110). The controller110may adjust the determined bus bar current according to the determined bus bar temperature. For example, the controller110may increase the determined bus bar current when temperatures increase to compensate for increased resistance of the shunt resistor180. The controller110adjusting the calculated electrical current based on the calculated temperature may, at least in part, help facilitate an accurate determination of the electrical current flowing through the bus bar assembly24. With embodiments, it may be beneficial to cool the sensor assembly178, such as to facilitate an accurate determination of the electrical current of the bus bar assembly24and/or to help increase an effective current capacity of the sensor assembly178. In some examples, the cooling member28may help, at least in part, cool some or all portions of the sensor assembly178. For example, the shunt resistor180may be thermally connected to the cooling member28directly (e.g., via a thermally conductive material220) and/or via the bus bar assembly24. In some examples, the bus bar first portion64A and the bus bar second portion64B may be disposed in a generally annular or donut-like configuration, which may increase the surface area of the bus bar portions64A,64B disposed adjacent the cooling member28(e.g., with thermally conductive material220therebetween) and increase the heat dissipation/cooling provided by the cooling member28to the bus bar portions64A,64B. The shunt resistor180may be in direct contact with the bus bar portions64A,64B, which may facilitate, at least in part, the cooling of the shunt resistor180. In embodiments, such as generally illustrated inFIG.15), the shunt resistor180may be disposed at an opposite side of the circuit board182(e.g., a first side2161) than the sensor186(e.g., a second side2162). For example and without limitation, the shunt resistor180may be disposed at a distance from the first side2161and the sensor186may be disposed on and/or fixed to the second side2162. One or more of the plurality of pins184(e.g., the second pin1842and/or the third pin1843) may, at least in part, help draw/transfer heat from the bus bar assembly24towards the sensor186(e.g., away from the cooling member28). This may, at least in some examples, expose the sensor186to a temperature and/or a change in temperature substantially similar to the temperature or temperature change of the bus bar assembly24(e.g., bus bar portions64A,64B) and/or the shunt resistor180. In some instances, the second pin1842, the third pin1843, and/or the conductor portions1981,1982of the circuit board182may cooperate to help facilitate an accurate determination of the temperature of the bus bar assembly24via the sensor186. For example, the second pin1842, the third pin1843, and/or the conductor portions1981,1982of the circuit board182may cooperate to expose the sensor186to a temperature substantially similar to the temperature of the bus bar assembly24. With embodiments, such as generally illustrated inFIG.16, a method300of assembling an electrical assembly20may include connecting a shunt resistor180with a bus bar assembly24(block302). In some examples, the shunt resistor180may be fixed (e.g., directly) with a bus bar first portion64A and/or a bus bar second portion64B of the bus bar assembly24. In some examples, the method300may include connecting a circuit board182including a sensor186with the bus bar assembly24(block304). In some instances, the plurality of pins184(e.g., a first pin1841and/or a second pin1842) may be fixed (e.g., directly) to the bus bar assembly24(e.g., a bus bar first portion64A and/or a bus bar second portion64B). The circuit board182may be pressed fit to the plurality of pins184and, subsequently, the circuit board182may be soldered with the plurality of pins184. In this regard, the plurality of pins184may function as an assembly aid (e.g., a poka-yoke) to help facilitate the correct attachment of the circuit board182with the bus bar assembly24. With embodiments, the method300may include connecting the bus bar assembly24with the bracket26, which may include fastening (e.g., fixing) the bus bar assembly24with the bracket26via one or more second fasteners122(block306). The second fasteners122may, for example and without limitation, be inserted/screwed into the bus bar assembly24and then down into the bracket26. Connecting the bus bar assembly24with the bracket26may (e.g., indirectly) connect the one or more contactors22with the bracket26. The method300may include disposing the cooling member28on the bracket26(block308), which may include inserting portions of the one or more contactors22, the bus bar assembly24, the bracket26, the flexible circuit144, and/or the sensor assembly178into the cooling member28, such as into a second recess78. The method300may include connecting the cooling member28with the bracket26(block310), which may include fastening (e.g., fixing) the cooling member28with the bracket26via one or more third fasteners124. For example and without limitation, the one or more third fasteners124may be inserted into the bracket26and then up into the cooling member28. In embodiments, such as generally illustrated inFIG.17, a method400of operating an electrical assembly20may include connecting one or more portions of an electrical assembly20to a power source40(bock402). In some configurations, the power source40may be included with the electrical assembly20. Connecting one or more portions of an electrical assembly20with a power source40may include electrically connecting a bus bar assembly24with the power source40and/or electrically connecting the bus bar assembly24with one or more contactors22. With embodiments, the method400may include operating the one or more contactors22(block404), such as to selectively provide power to one to more loads170. For example, the controller110may provide control signals to the one or more contactors22. Operating the one or more contactors22may cause/allow current to flow through the bus bar assembly24and/or through the bus bar first portion64A, the bus bar second portion64B, and a shunt resistor180, which may cause the shunt resistor180to generate heat (block406). The current may, for example and without limitation, be at least about 500 A, at least about 1000 A, or more or less. The method400may include dissipating heat from the shunt resistor180, such as via conducting heat from the one or more shunt resistor180to the cooling member28, such as directly (e.g., via material220) and/or via the bus bar portions64A,64B (block408). Dissipating heat from the shunt resistor180may allow for the sensor assembly178to operate with larger currents than with other methods/configurations (e.g., above a normal current capacity). The method400may include conducting heat from the shunt resistor180to the sensor186(block410). With embodiments, the method400may include determining and/or monitoring (e.g., via the controller110) an electrical current of the bus bar assembly24(block412), such as via a sensor assembly178. Determining and/or monitoring the electrical current (block412) may include determining a voltage drop across a shunt resistor180and dividing the voltage drop by a resistance of the shunt resistor180to obtain a bus bar current. In some configurations, the value of the resistance of the shunt resistor180may be a static value and the obtained bus bar current may be adjusted (e.g., by the controller110) according to temperature information obtained via a sensor186of the sensor assembly178to obtain an adjusted bus bar current. In other configurations, the value of the resistance of the shunt resistor180may be adjusted according to the temperature information obtained via the sensor186prior to determining the bus bar current (e.g., the controller110may provide temperature correction/adjustment to make the determined/adjusted bus bar current more accurate). Obtaining the temperature information may include drawing heat from the bus bar assembly24and/or the shunt resistor180toward the sensor186(block410), which may be away from the cooling member28, such as via one or more pins184, one or more layers194of a circuit board182, and/or thermally conductive material222disposed between and/or thermally connecting the circuit board182, the bus bar assembly24(e.g., bus bar portions64A,64B), and/or the shunt resistor180. The sensor assembly178may be configured to draw heat toward the sensor186and/or away from the cooling member28such that the temperature at or about the sensor186is substantially the same as the temperature of the shunt resistor180. With embodiments, a bracket26, a first portion72of a cooling member28, and/or a second portion74of cooling member28may, for example, be formed as monolithic (e.g., single, unitary) components. For example and without limitation, the bracket26may be formed as monolithic plastic component, and/or the first portion72may be formed as monolithic metal (e.g., aluminum) component. In examples, a controller (e.g., controller110) may include an electronic controller and/or include an electronic processor, such as a programmable microprocessor and/or microcontroller. In embodiments, a controller may include, for example, an application specific integrated circuit (ASIC). A controller may include a central processing unit (CPU), a memory (e.g., a non-transitory computer-readable storage medium), and/or an input/output (I/O) interface. A controller may be configured to perform various functions, including those described in greater detail herein, with appropriate programming instructions and/or code embodied in software, hardware, and/or other medium. In embodiments, a controller may include a plurality of controllers. In embodiments, a controller may be connected to a display, such as a touchscreen display. Various examples/embodiments are described herein for various apparatuses, systems, and/or methods. Numerous specific details are set forth to provide a thorough understanding of the overall structure, function, manufacture, and use of the examples/embodiments as described in the specification and illustrated in the accompanying drawings. It will be understood by those skilled in the art, however, that the examples/embodiments may be practiced without such specific details. In other instances, well-known operations, components, and elements have not been described in detail so as not to obscure the examples/embodiments described in the specification. Those of ordinary skill in the art will understand that the examples/embodiments described and illustrated herein are non-limiting examples, and thus it can be appreciated that the specific structural and functional details disclosed herein may be representative and do not necessarily limit the scope of the embodiments. Reference throughout the specification to “examples, “in examples,” “with examples,” “various embodiments,” “with embodiments,” “in embodiments,” or “an embodiment,” or the like, means that a particular feature, structure, or characteristic described in connection with the example/embodiment is included in at least one embodiment. Thus, appearances of the phrases “examples, “in examples,” “with examples,” “in various embodiments,” “with embodiments,” “in embodiments,” or “an embodiment,” or the like, in places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more examples/embodiments. Thus, the particular features, structures, or characteristics illustrated or described in connection with one embodiment/example may be combined, in whole or in part, with the features, structures, functions, and/or characteristics of one or more other embodiments/examples without limitation given that such combination is not illogical or non-functional. Moreover, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the scope thereof. It should be understood that references to a single element are not necessarily so limited and may include one or more of such element. Any directional references (e.g., plus, minus, upper, lower, upward, downward, left, right, leftward, rightward, top, bottom, above, below, vertical, horizontal, clockwise, and counterclockwise) are only used for identification purposes to aid the reader's understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of examples/embodiments. Joinder references (e.g., attached, coupled, connected, and the like) are to be construed broadly and may include intermediate members between a connection of elements, relative movement between elements, direct connections, indirect connections, fixed connections, movable connections, operative connections, indirect contact, and/or direct contact. As such, joinder references do not necessarily imply that two elements are directly connected/coupled and in fixed relation to each other. Connections of electrical components, if any, may include mechanical connections, electrical connections, wired connections, and/or wireless connections, among others. Uses of “e.g.” and “such as” in the specification are to be construed broadly and are used to provide non-limiting examples of embodiments of the disclosure, and the disclosure is not limited to such examples. Uses of “and” and “or” are to be construed broadly (e.g., to be treated as “and/or”). For example and without limitation, uses of “and” do not necessarily require all elements or features listed, and uses of “or” are inclusive unless such a construction would be illogical. While processes, systems, and methods may be described herein in connection with one or more steps in a particular sequence, it should be understood that such methods may be practiced with the steps in a different order, with certain steps performed simultaneously, with additional steps, and/or with certain described steps omitted. All matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not limiting. Changes in detail or structure may be made without departing from the present disclosure. | 44,566 |
11858438 | DETAILED DESCRIPTION Hereinafter, an embodiment will be described. As shown inFIG.1, a vehicular apparatus1is connected to a plurality of display devices such as a meter display2and a center display3. As will be described later, these display devices performs a display of information necessary for the vehicle to travel, information on route guidance, information on the operation of the vehicular apparatus1, and the like. The configuration of the display devices is an example; there is no need to be limited thereto. Further, the vehicular apparatus1is also connected to, for example, a speaker4which can play music. The vehicular apparatus1is included in a cockpit system5that realizes so-called vehicle infotainment. The meter display2is composed of, for example, a liquid crystal display or an organic EL display, and is provided adjacent to the front of the driver. More specifically, as shown inFIG.2, the meter display2is arranged at the center of the meter panel9provided with a speedometer6, a tachometer7, various warning lights8, and the like. Note that the meter panel9may be entirely composed of a display device as a meter display2, to perform displays in full graphics of a speedometer6, a tachometer7, warning lights8and the like. The center display3is composed of, for example, a liquid crystal display or an organic EL display, and is arranged to be adjacent to a so-called center console. As shown inFIG.3, the center display3displays, for example, a navigation screen image10and/or a menu screen image11. On the navigation screen image10, a vehicle mark M1indicating the position and direction of the vehicle, a destination mark M2indicating the destination of the route guidance, and the like are displayed so as to overlap the map image M3. The direction of the vehicle mark M1when displayed is determined by estimating the direction of the vehicle based on the acceleration and the angular velocity applied to the vehicle. The details will be described later. Further, the center display3can also display a television broadcast, a music reproduction screen image, or the like. Further, in the vehicular apparatus1, the center display3and the meter display2can display images seamlessly to each other, and for example, the navigation screen image10can be displayed on the meter display2. The vehicular apparatus1includes a controller unit20, which also be referred to as an application controller20or a second controller20. The controller unit20is composed of a so-called microcomputer having a CPU22and the like. The controller unit20controls the vehicular apparatus1by executing a computer program stored in a storage device21composed of a non-volatile memory or the like. The storage device21may also be referred to as a storage21. More specifically, on the controller unit20, a virtual environment is configured by (i) a hypervisor23operating on the CPU22and (ii) a plurality of operating systems24operating on the hypervisor23. Hereinafter, the operating system24will be referred to as an OS24. In the present embodiment, the OS24A has a hypervisor function; the hypervisor23is realized by such a hypervisor function, and the OS24B is operated on the hypervisor23. Note that the hypervisor23may be provided independently to operate the OS24A and the OS24B. The OS24A is a so-called real-time OS, and performs processing that requires real-time performance as compared with the OS24B. The OS24A mainly processes information related to the vehicle, such as information related to the running and/or safety of the vehicle. In general, such a real-time OS is less likely to cause a problem in the OS24A itself, and can be considered to have relatively higher stability than a general-purpose OS because it can predict or limit the execution time of an application program. Hereinafter, an application program will also be referred to as an application. In contrast, the OS24B is a so-called general-purpose OS. Although its real-time performance is relatively low as compared with the OS24A, it has an advantage that general-purpose processing such as a so-called multimedia function can be easily executed. In this way, the vehicular apparatus1operates a plurality of OSs24so that the processing can be shared according to the required functions. The controller unit20realizes various functional units included in the vehicular apparatus1by software by appropriately executing applications on each OS24. For example, in the controller unit20, as shown inFIG.4, a meter application25, a location application26, and the like are executed on the OS24A. Further, a navigation application27, a menu application28, a playback application29, and the like are executed on the OS24B. The number or types of applications executed on each OS24are examples, and are not limited to these. It is also possible to provide a functional unit realized by hardware instead of software. The meter application25displays images such as a speedometer6, a tachometer7, and warning lights8on the meter display2. That is, the meter application25is provided as a control-related functional unit that displays information on the running and safety of the vehicle. Since the information displayed by the meter application25relates to the running and safety of the vehicle, the warning lights8are displayed, for example, to indicate whether or not a seatbelt is worn and what is stipulated by law. In this case, the meter application25is implemented on the OS24A because prompt display and appropriate update are required. As shown inFIG.1, the information displayed by the meter application25is transmitted to the meter display2as drawing data in, for example, LVDS format via the meter display circuit30. The meter display circuit30is controlled by the controller unit20, and corresponds to a device mainly used by the control-related functional unit. Hereinafter, the device mainly used by the control-related functional unit is referred to as a control-related device31. The location application26executes (i) a process of performing a zero point correction of the sensor and (ii) a process of specifying the direction of the vehicle based on the acceleration and the angular velocity applied to the vehicle detected by the sensors during normal operation. The details will be described later. The current position and the direction of the vehicle specified by the location application26are transmitted to the navigation application27and used when displaying the navigation screen image10. Further, the location application26performs a process of receiving the position information from the satellite of the satellite positioning system by the GNSS module32and acquiring the current position of the vehicle. The satellite positioning system adopts the Global Positioning System in the present embodiment. However, other methods such as GLONASS, Galileo, and BeiDou Navigation Satellite System can also be adopted. Further, although the GNSS module32is removed from the control-related device31in the present embodiment, it can be included in the control-related device31. The navigation application27generates a navigation screen image10to be displayed on the center display3and performs processing such as route guidance. In this case, multimedia image processing is performed on the display of the navigation screen image10. That is, the navigation application27is provided as a multimedia-related functional unit that mainly performs multimedia processing. Therefore, the navigation application27is implemented on the OS24B. Hereinafter, the multimedia-related will be referred to as MM-related for convenience. The information displayed by the navigation application27is transmitted to the center display3as drawing data in LVDS format, for example, via the center display circuit33. The center display circuit33corresponds to a device mainly used by a MM-related functional device. Hereinafter, the device mainly used by the MM-related functional unit is referred to as a MM-related device34. The menu application28performs processes such as generation of a menu screen image11to be displayed on the center display3and acceptance of user operations. In this case, the MM-related processing such as image processing is performed on the display of the menu screen image11. That is, the menu application28is provided as a MM-related functional unit. Therefore, the menu application28is implemented on the OS24B. The playback application29performs processing such as outputting audio from a speaker4via an amplifier35and playing back a radio broadcast or a television broadcast received by a tuner36. In this case, the playback application29performs the MM-related processing such as audio processing and image processing. That is, the menu application28is provided as a MM-related functional unit. Therefore, the menu application28is implemented on the OS24B. These amplifier35and tuner36are each included in the MM-related device34. As illustrated inFIG.1, the vehicular apparatus1mounted on the vehicle is supplied with power from the battery37. Hereinafter, the power supply supplied from the battery37is referred to as VB for convenience. Further, inFIG.1, VB is shown by a relatively thick solid line for the sake of explanation. The vehicular apparatus1is provided with the control-related device31and the MM-related device34described above. Of these, the control-related device31displays information related to vehicle running and safety, such as the controller unit20, the storage device21, or the meter display circuit30. Therefore, the control-related device31is considered as a device that should have been operated at the time when the vehicular apparatus1is activated. On the other hand, the center display circuit33, the amplifier35, the tuner36, and the like are considered as a device that should have not been necessarily operated at the time when the vehicular apparatus1is activated. Therefore, the vehicular apparatus1is provided with (i) a first power supply circuit38that supplies power to the MM-related device34and (ii) a second power supply circuit39that supports low voltage and supplies power to the control-related device31. The first power supply circuit38is connected to VB. The first power supply circuit38has a first minimum operating voltage at which power can be supplied; this first minimum operating voltage of the first power supply circuit38is set to be higher than that (i.e., a second minimum voltage) of the second power supply circuit39. More specifically, the first minimum operating voltage of the first power supply circuit38is higher than the minimum value of the power supply voltage of the battery37at the time of cranking to drive the motor at the time of starting the engine. Therefore, the first power supply circuit38is stopped from supplying power when the voltage of the battery37drops below the first minimum operating voltage during cranking. Therefore, the MM-related device34, which is supplied with power from the first power supply circuit38, also stops operating. On the other hand, the second power supply circuit39has a low-voltage compatible circuit configuration in which the second minimum operating voltage at which power supply can be started is set to be lower than the first minimum voltage of the first power supply circuit38, and the power supply can be continued even if the voltage of the battery37drops during cranking. In the present embodiment, such a low-voltage compatible circuit configuration is provided to enable the power supply to be continued if the voltage of the battery37is about 4 V or more. Therefore, the power supply of the second power supply circuit39is stable even during cranking, and the operation of the control-related device31receiving the power supply from the second power supply circuit39is stable even during cranking. The first power supply circuit38and the second power supply circuit39are controlled by a power supply controller unit40that is provided separately from the controller unit20. The power supply controller unit40may also be referred to as a power supply controller40, a power controller40, or a first controller40. The power supply controller unit40is composed of a microcomputer. The power supply controller unit40is activated with the input of a signal via the CAN line42and a communication circuit49as a trigger. Such a signal is input from the ECU41mounted on the vehicle; the signal indicates that the door is open, that is, indicates that the vehicular apparatus1may be used. In this case, the power supply controller unit40has very few tasks to be processed at both the startup and the normal operation as compared with the controller unit20. The startup time of the power supply controller unit40is thus very short and the responsiveness of the power supply controller unit40is relatively high. Therefore, the first power supply circuit38and the second power supply circuit39can start the power supply before starting the engine. The engine is started when the operation for turning on the ignition is input. The power supply controller unit40is provided with a correction unit43. In the present embodiment, the correction unit43is a functional unit that performs a process related to a zero point correction of the gyro sensor44and the acceleration sensor45. The zero point correction samples the output from the gyro sensor44for a predetermined period of time when the angular velocity is not applied to the gyro sensor44, that is, when the vehicle is stopped. As a result, the zero point at which the angular velocity becomes zero is obtained, and the value is stored in a memory or the like as a correction value. Similarly, for the acceleration sensor45, the correction unit43obtains a zero point at which the acceleration becomes zero when the vehicle is stopped, and stores the value as a correction value. Note that the calculation itself for finding the zero point is performed by the location application26. Therefore, the correction unit43of the present embodiment performs a process related to the zero point correction. More specifically, the correction unit43performs a process of sampling data in order to obtain a zero point as a process related to the zero point correction. This is because the startup time of the power supply controller unit40is very short, so that the correction unit43is in an operable state immediately after the start of power supply. At this time, the correction unit43performs sampling by communicating with the gyro sensor44and the acceleration sensor45, and temporarily stores the data output from each sensor. At the same time, after the controller unit20is activated, the stored data is passed to the controller unit20. That is, the correction unit43acts on behalf of sampling until the controller unit20is activated. The gyro sensor44detects the angular velocity applied to the vehicle. Further, the acceleration sensor45detects the acceleration applied to the vehicle. The direction of the displayed vehicle mark M1is determined based on the angular velocity detected by the gyro sensor44and the vehicle speed and acceleration detected by the acceleration sensor45. The gyro sensor44and the acceleration sensor45are provided as a control-related device31, and power is supplied from the second power supply circuit39. Next, the operation of the vehicular apparatus1having the above configuration will be described. As described above, when the power of the gyro sensor44is turned on, it takes a certain period of time for the output to stabilize. Therefore, if the vehicle is moved immediately after the gyro sensor44receives the power supply, a situation may occur in which the zero point correction of the gyro sensor44is not completed. Further, it is known that when the vehicle is started, the power supply voltage supplied from the battery37drops by cranking as described above. When the voltage drops, the power is not supplied to the gyro sensor44, and the time to start the zero point correction is delayed. It is thus assumed that the zero point correction is not completed by the time when the vehicle is moved. Then, in such a situation, the gyro sensor44cannot be used until the vehicle stops, even though the gyro sensor44is provided. This also applies to the acceleration sensor45. In addition, it is difficult to adopt a power supply circuit only for the gyro sensor44because there is a big hurdle mainly in costs. In a known so-called single-functional navigation apparatus, a countermeasure that does not use the gyro sensor44has been adopted by giving up using the gyro sensor44immediately after activation. Therefore, the vehicular apparatus1of the present embodiment reduces the possibility that the zero point correction may not be completed before the vehicle starts moving as follows. As described above, the vehicular apparatus1is an integrated type which integrates a plurality of functional units including a control-related functional unit and a MM-related functional unit. In this case, the control-related functional unit includes a functional unit that needs to be used immediately after activating the vehicular apparatus1, such as the meter application25that displays on the meter display2described above. Then, the meter application25performs a display of information, which should be displayed before the vehicle travels and which should be displayed even during cranking, such as a display as to whether or not the seatbelt is worn and a display stipulated by the law. Therefore, unlike a known navigation apparatus, the vehicular apparatus1has a strong motivation to enable quick start of control in a situation where the vehicular apparatus1may be used. The vehicular apparatus1also has a strong motivation to enable the control even during cranking. Therefore, in the vehicular apparatus1, the control can be started quickly. The power supply controller unit40starts power supply from the first power supply circuit38and the second power supply circuit39, triggered by the input of a signal indicating that the door of the vehicle is open. As a result, power is supplied to the control-related device31including the meter display circuit30before the controller unit20is activated. When the power supply from the second power supply circuit39is started, the power supply is also performed to the gyro sensor44and the acceleration sensor45. Therefore, the gyro sensor44and the acceleration sensor45can be put into an operable state before the controller unit20is activated. Further, as indicated inFIG.1, the second power supply circuit39supplies the power to the power supply controller unit40and the correction unit43. The correction unit43that performs a process related to the zero point correction of the gyro sensor44and the acceleration sensor45is provided to be included in the power supply controller unit40having a short startup time and high responsiveness. Therefore, the correction unit43becomes operable immediately after the power supply is started, and can perform the process related to the zero point correction. In this way, the gyro sensor44and the acceleration sensor45are configured to receive the power supply from the second power supply circuit39responding to a low voltage. This makes it possible to perform the process related to the zero point correction of the gyro sensor44and the acceleration sensor45even before the controller unit20is activated or during cranking. The second power supply circuit39is required to supply power to the control-related device31, so that the vehicular apparatus1is provided as an integrated type. This is because the big hurdle in a known navigation apparatus for which it is difficult to adopt a dedicated power supply circuit in the costs has been cleared. In other words, the configuration of the vehicular apparatus1is not merely a design, but is adopted based on technical motivation in view of the specifications of the vehicular apparatus1. By the way, the correction unit43not only performs the process related to the zero point correction, but also temporarily stores the sampled data output by the gyro sensor44and the acceleration sensor45. Specifically, the correction unit43executes the process shown inFIG.5at the startup, and determines in step S1whether the sensor output is stable. Although it is simply shown as a sensor inFIG.5, the same processing is performed on each of the gyro sensor44and the acceleration sensor45. When the correction unit43determines that the sensor output is not stable, the result becomes NO in step S1, and therefore waits for the sensor output to be stable. On the other hand, when the correction unit43determines that the sensor output is stable, the result becomes YES in step S1. Therefore, the data output by the target sensor is sampled in step S2, and the data is stored in step S3. After that, the correction unit43determines whether the controller unit20is activated in step S4. When it determines that the controller unit20is not activated, the result becomes NO in step S4. Therefore, the process proceeds to step S2and the next sampling is performed. In this case, the correction unit43performs the next sampling after the predetermined sampling cycle has elapsed. Then, when the correction unit43determines that the controller unit20is activated, the result becomes YES in step S4. Therefore, the correction unit43delivers the stored data to the controller unit20in step S5. The correction unit43does not need to wait for the activation of all the functional units of the controller unit20to be completed. It can be determined that the controller unit20is activated when the location application26can accept the data. Refer toFIG.6illustrating a startup sequence in which the horizontal axis is the time axis. When the vehicle state in which the vehicle door is opened is detected, the power supply control unit40is activated and the power supply from each of the first power supply circuit38and the second power supply circuit39is started. Then, when the correction unit43starts operation and the outputs of the gyro sensor44and the acceleration sensor45become stable, sampling is repeated. After that, when the controller unit20is activated and the location application26starts operating, the data stored in the correction unit43is passed to the controller unit20. The location application26then performs an operation to obtain a zero point by using the received data. In addition, sampling is continued by the location application26as needed. In this case, the location application26can perform sampling by directly communicating with the gyro sensor44and the acceleration sensor45without going through the power supply controller unit40. At this time, the second power supply circuit39supplies the power to the correction unit43(i.e., the power supply controller unit40), the gyro sensor44, and the acceleration sensor45. Therefore, even if cranking occurs during sampling, sampling can be continued. This prevents the cranking from delaying the completion of the zero point correction process. In this way, the vehicular apparatus1enables the process related to the zero point correction to be performed immediately and continuously after the power supply is started. This makes the gyro sensor44and the acceleration sensor45, which require zero point correction, available at the startup. According to the present embodiment described above, the following effects can be obtained. A vehicular apparatus1includes a first power supply circuit38, a second power supply circuit, a gyro sensor44, an acceleration sensor45, and a correction unit43. The first power supply circuit38is configured to perform a first power supply with a first minimum operating voltage being set. The second power supply circuit39is configured to perform a second power supply with a second minimum operating voltage being set, the second minimum operating voltage being set to be lower than the first minimum operating voltage. The second power supply circuit is enabled to start the second power supply before an engine of a vehicle is started. The gyro sensor44is configured to detect an angular velocity applied to the vehicle. The acceleration sensor45is configured to detect an acceleration applied to the vehicle. The correction unit43is configured to perform a process related to a zero point correction of the gyro sensor44and the acceleration sensor45. Herein, the gyro sensor44, the acceleration sensor45, and the correction unit43are configured to receive the second power supply from the second power supply circuit39. As a result, the gyro sensor44, the acceleration sensor45, and the correction unit43can operate even if the controller unit20is not activated or before the vehicle starts. Then, since the vehicle is in a stopped state before the vehicle is started, it is possible to perform a process related to the zero point correction. Therefore, it is possible to reduce the risk that the zero point correction may not be completed before the vehicle starts moving. The vehicular apparatus1includes a power supply controller unit40that controls the first power supply circuit38and the second power supply circuit39. The correction unit43is provided to be included in the power supply controller unit40. Since the power supply controller unit40has fewer tasks to be processed than the main controller unit20of the vehicular apparatus1, the power supply controller unit40is activated at high speed when the power supply is started. Therefore, by providing the correction unit43in the power supply controller unit40, the correction unit43can be operated immediately after the power supply is started. Therefore, the process related to the zero point correction can be started quickly. The power supply controller unit40of the vehicular apparatus1controls the first power supply circuit38and the second power supply circuit39to start their power supplies, respectively, when a signal indicating that the vehicle door is opened is input. As a result, the process related to the zero point correction can be started before the engine is started, that is, before the vehicle becomes movable. Therefore, the time when the zero point correction is completed at the startup can be advanced compared to a known method. Even if the vehicle moves immediately after the engine is started, it is possible to reduce the possibility that the zero point correction may not be completed before the vehicle starts moving. The vehicular apparatus1includes a controller unit20for executing a location application26that uses the gyro sensor44and the acceleration sensor45. The correction unit43temporarily stores sensor data acquired before the controller unit20is activated when performing a process related to the zero point correction. In addition, after the controller unit20is activated, the correction unit43passes the stored data to the controller unit20. As a result, the process related to the zero point correction can be started without waiting for the activation of the controller unit20. The controller unit20of the vehicular apparatus1includes a plurality of functional units. The plurality of functional units include a control-related functional unit realized by the first OS24A that mainly processes information about the vehicle, and a multimedia-related functional unit realized by the second OS24B that mainly processes multimedia information. The first power supply circuit38supplies power to the multimedia-related device34, which is mainly used by the functional unit relating to the multimedia. The second power supply circuit39supplies power to the controller unit20and the control-related device31mainly used by the functional unit related to the control. In order to supply power to the control-related device31, a low voltage compatible power supply circuit like the second power supply circuit39is required. That is, by providing the vehicular apparatus1as an integrated type, it is possible to clear a known hurdle that it is difficult to adopt a dedicated power supply circuit in terms of costs. This makes it possible to start the process related to the zero point correction even before the vehicle becomes movable. In addition, it becomes possible to continue the process related to the zero point correction even during cranking. Therefore, the time when the zero point correction is completed at the startup can be advanced compared to a known apparatus. Furthermore, even if the vehicle moves immediately after the engine is started, it can be expected that the zero point correction may be completed before the vehicle starts moving. The vehicular apparatus1includes a meter application25as a functional unit for performing a display on the meter display2. The information displayed on the meter display2includes information that should be displayed even when the vehicle is stopped, such as the warning lights8described above. That is, when the vehicular apparatus1includes a functional unit that performs a display on the meter display2, there is a strong motivation to provide the second power supply circuit39and start the power supply before the vehicle moves. Therefore, it is possible to eliminate the hurdle when providing the power supply source for driving the sensor. In the present embodiment, the correction unit43shows an example of sampling as a process related to the zero point correction. However, the correction unit43can perform the process until the zero point is specified by the calculation. In this case, by passing the correction value of the zero point correction after the controller unit20is activated, the direction of the vehicle can be specified by the location application26. In the present embodiment, the gyro sensor44and the acceleration sensor45are exemplified as the sensor. However, if the sensor requires a zero point correction, another sensor such as a speed sensor can be targeted. While the present disclosure has been described in accordance with the present embodiment, it is understood that the present disclosure is not limited to the present embodiment or structures. The present disclosure includes various modifications and deformations within an equivalent range. In addition, various combinations and forms, and further, other combinations and forms including only one element, or more or less than these elements are also within the sprit and the scope of the present disclosure. In the above embodiment, each of the controller unit20(i.e., the application controller20) and the power supply controller unit40(i.e., the power controller40) may be provided as one or more than one controller. Such a controller and method thereof described in the present disclosure may be implemented by one or more than one special-purpose computer. Such a special-purpose computer may be created (i) by configuring (a) a memory and a processor programmed to execute one or more particular functions embodied in computer programs, or (ii) by configuring (b) a processor provided by one or more special-purpose hardware logic circuits, or (iii) by configuring a combination of (a) a memory and a processor programmed to execute one or more particular functions embodied in computer programs and (b) a processor provided by one or more special-purpose hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitory tangible storage medium as instructions executed by a computer. For reference to further explain features of the present disclosure, the description is added as follows. In a known vehicular navigation apparatus, the vehicle position and traveling direction are estimated based on (i) the angular velocity detected by the gyro sensor and (ii) the vehicle speed and acceleration detected by the vehicle speed sensor and the acceleration sensor; a vehicle mark indicating the direction of the vehicle is thereby displayed. In order to correctly detect the angular velocity with the gyro sensor, it is necessary to correct the zero point of the gyro sensor while the vehicle is stopped after the power of the gyro sensor is turned on. If this zero point correction is not performed, the direction of the vehicle cannot be estimated correctly. This may give a sense of discomfort such as the displayed vehicle mark straying. Therefore, there is disclosed a technique in which when the zero point correction cannot be performed, a display format different from the usual one is used so as not to give such a sense of discomfort. If a gyro sensor is provided, it is of course desirable to make the gyro sensor available. However, as a result of detailed examination by the inventor, the gyro sensor requires a certain period of time for the output to stabilize when the power is turned on. Therefore, it has been found that if the gyro sensor is turned on when the vehicle is started and the vehicle is moved immediately, it is assumed that the zero point correction is not completed. Further, it is known that when the vehicle is started, a voltage drop occurs in the power supply voltage supplied from the battery due to so-called cranking. Then, when the voltage drops, the power is not supplied to the gyro sensor, and the time to start the zero point correction is delayed. The issue was found which assumes that the zero point correction is not completed by the time when the vehicle moves. That is, when a gyro sensor is provided in a vehicular apparatus, it is not easy to make the gyro sensor available immediately after activation of the gyro sensor. Therefore, the fact is that known navigation apparatuses have no choice but to adopt a coping method that does not use a gyro sensor. The same applies not only to the gyro sensor but also to the acceleration sensor or the speed sensor. It is thus desired for the present disclosure to provide a vehicular apparatus capable of reducing the risk that the zero point correction will not be completed before the vehicle starts moving. An aspect of the present disclosure described herein is set forth in the following clauses. According to an aspect of the present disclosure, a vehicular apparatus is provided to include a first power supply circuit, a second power supply circuit, a sensor, and a correction unit. The first power supply circuit is configured to perform a first power supply with a first minimum operating voltage being set. The second power supply circuit is configured to perform a second power supply with a second minimum operating voltage being set, the second minimum operating voltage being set to be lower than the first minimum operating voltage. The second power supply circuit is enabled to start the second power supply before an engine of a vehicle is started. The sensor is configured to detect an angular velocity or an acceleration applied to the vehicle. The correction unit is configured to perform a process related to a zero point correction of the sensor. Herein, the sensor and the correction unit are configured to receive the second power supply from the second power supply circuit. According to the above configuration, the sensor and the correction unit can operate (i) even when the controller unit, which implements or executes an application using the sensor, is not activated, or (ii) even before the vehicle starts. Before the vehicle is started, the vehicle is naturally in a stopped state. It is thus possible to perform the process related to the zero point correction of the sensor. Therefore, it is possible to reduce the possibility that the zero point correction may not be completed before the vehicle starts moving. | 35,643 |
11858439 | DETAILED DESCRIPTION As required, detailed non-limiting embodiments are disclosed herein. However, it is to be understood that the disclosed embodiments are merely exemplary and may take various and alternative forms. The figures are not necessarily to scale, and features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art. With reference to Figures, a more detailed description of non-limiting exemplary embodiments of a circuit and method for providing multi-mode electrical power to an electrical load in a vehicle will be provided. For ease of illustration and to facilitate understanding, like reference numerals may be used herein for like components and features throughout the drawings. FIG.1Ais a simplified schematic diagram of a known topology10for a high-voltage (HV) architecture for providing electrical power to an electrical load18in a vehicle. As seen therein, the topology10may include duplicate circuits each including a HV (e.g., 400 volts) voltage source,14aand14b, each of which may have an associated current voltage sensor (CVS),15aand15b. Each circuit in the topology10may also include a main positive relay16a(Relay B) and16b(Relay E), connecting a positive side of its respective HV voltage source,14aand14b, to an electrical load18, e.g., a direct current (DC) link capacitor. Each circuit may also include a main negative relay20a(Relay D) and20b(Relay G), connecting a negative side of its respective HV voltage source,14aand14b, to the electrical load18. Each circuit may also include a pre-charge relay22a(Relay C) and22b(Relay F), connected in parallel with its respective main positive relay16a(Relay B) and16b(Relay E). Such a topology may also include a relay24connecting the positive side of voltage source14bto the negative side of voltage source14a. In such a topology10, by providing different configurations of open or closed states of the various relays16a,16b,20a,20b,22a,22b,24, the electrical load18may be connected individually to voltage source14aor14b, or to both voltage source14aand voltage source14bconnected in series, or to both voltage source14aand voltage source14bconnected in parallel. In that regard, as is known to those of ordinary skill in the art, each of the relays16a,16b,20a,20b,22a,22b,24is operable between or to an open position and a closed position. It is also noted that a controller (not shown) may be provided in communication with the relays16a,16b,20a,20b,22a,22b,24and configured to generate one or more control signals for operating or to operate each of the relays16a,16b,20a,20b,22a,22b,24between or to its respective open or closed position or state. More specifically, still referring toFIG.1A, closing relays16a(Relay B) and (Relay D) while opening relays24(Relay A),16b(Relay E),22b(Relay F), and20b(Relay G) will connect only voltage source14ato the electrical load18. Similarly, closing relays16b(Relay E) and20b(Relay G) while opening relays24(Relay A),16a(Relay B),22a(Relay C), and20a(Relay D) will connect only voltage source14bto the electrical load18. Moreover, closing relays16a(Relay B),20a(Relay D),16b(Relay E), and20b(Relay G) while opening relay24(Relay A) will connect voltage source14aand voltage source14bin parallel to the electrical load18. Furthermore, closing relays24(Relay A),16a(Relay B), and20b(Relay G) while opening relays20a(Relay D),16b(Relay E), and22b(Relay F) will connect voltage source14aand voltage source14bin series to the electrical load18. However, the duplication of circuits in topology10increases the cost as well as the number of possible failure points (e.g., a “stuck open” (i.e., welded) or a “stuck closed” relay (16a,16b,20a,20b,22a,22b,24)) associated therewith. Topology10also requires a complex relay control sequence for detecting the status of relays16a,16b,20a,20b,22a,22b,24and providing individual, series, or parallel connection of voltage source14aand voltage source14bto the vehicle electrical load18. As a result, there exists a need for an improved circuit and method for providing multi-mode electrical power to an electrical load in a vehicle. Such an improved circuit and method would provide a topology of a HV architecture for an electric vehicle that would reduce the number of components needed, thereby reducing both cost and the number of possible failure points associated therewith. Such an improved circuit and method would also provide a simplified and/or improved relay control sequence for detecting the status of relays and providing multiple modes of power to a vehicle electrical load. In that regard,FIG.1Bis an exemplary, simplified schematic diagram of one exemplary embodiment of a topology50for a high-voltage architecture for providing electrical power to an electrical load52in a vehicle according to the present disclosure. As seen therein, the topology50may include a circuit for providing multi-mode electrical power to a load52in a vehicle, e.g., a DC link capacitor. The circuit may comprise a first voltage source,54a, having a positive side and a negative side, and a second voltage source,54b, having a positive side and a negative side. The circuit may further comprise a main positive relay56(Relay B) having a first side and a second side. The second side of the main positive relay56(Relay B) may be connected to a first side of the load52. The circuit may still further comprise a main negative relay60(Relay F) having a first side and a second side. The second side of the main negative relay60(Relay F) may be connected to a second side of the load52. The circuit may also comprise a first relay62(Relay A) having a first side and a second side. The first side of the first relay62(Relay A) may be connected to the positive side of the first voltage source54a, and the second side of the first relay62(Relay A) may be connected to the negative side of the second voltage source54b. The circuit may further comprise a second relay64(Relay E) having a first side and a second side. The first side of the second relay64(Relay E) may be connected to the positive side of the first voltage source54a, and the second side of the second relay64(Relay E) may be connected to the positive side of the second voltage source54band the first side of the main positive relay56(Relay B). The circuit may still further comprise a third relay66(Relay D) having a first side and a second side. The first side of the third relay66(Relay D) may be connected to the negative side of the second voltage source54b, and the second side of the third relay66(Relay D) may be connected to the first side of the main negative relay60(Relay F). The circuit may also comprise a pre-charge relay68(Relay C) which may be connected in parallel with the main positive relay56(Relay B). Electrical power may be provided from the first voltage source54aand/or the second voltage source54bto the vehicle load52according to one of a plurality of operating modes based on the open or closed positions of the first relay62(Relay A), the second relay64(Relay E), and the third relay66(Relay D). Once again, as is known to those of ordinary skill in the art, each of the relays56,60,62,64,66,68is operable between or to an open position and a closed position. In that regard, it is noted thatFIG.1Billustrates all the relays56,60,62,64,66,68in their respective open positions. It is also noted that a controller70may be provided in communication with the relays56,60,62,64,66,68via signal lines56s,60s,62s,64s,66s,68s. The controller70may also be configured to generate one or more control signals and to transmit such control signals to the relays56,60,62,64,66,68via signal lines56s,60s,62s,64s,66s,68sfor operating or to operate each of the relays56,60,62,64,66,68between or to its respective open or closed position or state. In that regard, the relays56,60,62,64,66,68may be independently controlled between or to their respective open and closed positions, and the controller70may be configured to independently control operation of the relays56,60,62,64,66,68between or to their respective open and closed positions. As those skilled in the art will understand, the controller70, as well as any other controller, control unit, communication unit, system, subsystem, unit, module, interface, sensor, device, relay, switch, component, or the like described herein may individually, collectively, or in any combination comprise appropriate circuitry, such as one or more appropriately programmed processors (e.g., one or more microprocessors including central processing units (CPU)) and associated memory, storage media, or storage device(s), which may include stored operating system software and/or application software executable by the processor(s) for controlling operation thereof and for performing the particular algorithm or algorithms represented by the various methods, functions and/or operations described herein, including interaction between and/or cooperation with each other. One or more of such processors, as well as other circuitry and/or hardware, may be included in a single Application-Specific Integrated Circuitry (ASIC), or several processors and various circuitry and/or hardware may be distributed among several separate components, whether individually packaged or assembled into a System-on-a-Chip (SoC). The controller70, as well as any other controller, control unit, communication unit, system, subsystem, unit, module, interface, sensor, device, relay, switch, component, or the like described herein, may therefore comprise one or more processors and associated memory, storage media, or storage device having stored computer executable instructions for performing the particular algorithm or algorithms represented by the various methods, functions and/or operations described herein. In that regard, it is noted that the computer executable instructions described herein may be stored in or on a computer readable storage medium which may comprise any known type of storage medium or device and may be part of or associated with the controller70. FIGS.2A-2Dare exemplary, simplified schematic diagrams illustrating exemplary control of the relays56,60,62,64,66,68shown inFIG.1Bof the exemplary embodiment of a topology50for a HV architecture for providing electrical power to an electrical load52in a vehicle according to the present disclosure. In that regard, while the controller70and signal lines56s,60s,62s,64s,66s,68sshown inFIG.1Bhave been omitted from each ofFIGS.2A-2D, it is noted that the relays56,60,62,64,66,68shown inFIGS.2A-2Dare nevertheless controlled by the controller70via signal lines56s,60s,62s,64s,66s,68s, which have been omitted fromFIGS.2A-2Dsolely to simplify those figures for ease of illustration. Referring first toFIG.2A, and with continuing reference toFIG.1B, in one operating mode, the controller70may control the relays56,60,62,64,66,68such that first relay62may be closed, the second relay64may be opened, and the third relay66may be opened to thereby connect the first and second voltage sources54a,54bto the load52, wherein the first and second voltage source54a,54bare connected in series. In that regard, a first current travels along the path labeled I1when the controller70controls the main positive relay56(and/or the pre-charge relay68) as well as the main negative relay60to closed positions. In such a fashion, where each voltage source54a,54bis a 400-volt high-voltage battery or battery pack, an 800-volt compatible HV architecture is provided wherein a total of 800 volts is provided by voltage sources54aand54bto the load52. It is noted that the pre-charge relay68is shown inFIG.2Ain an open position, having been controlled by the controller70to such a position after having been previously controlled by the controller70(along with the main negative relay to a closed position to pre-charge the DC link capacitor52. After such a pre-charge of the DC link capacitor52, the controller70may then control the main positive relay56to its closed position and then control the pre-charge relay68to its open position. Referring next toFIG.2B, and with continuing reference toFIG.1B, in another operating mode, the controller70may control the relays56,60,62,64,66,68such that the first relay62may be opened, the second relay64may be opened, and the third relay66may be closed to thereby connect only the second voltage source54bto the load52. In that regard, a second current travels along the path labeled12when the controller70controls the main positive relay56(and/or the pre-charge relay68) as well as the main negative relay60to closed positions. In such a fashion, where each voltage source54a,54bis a 400-volt high-voltage battery or battery pack, a total of 400 volts is provided by voltage source54bto the load52. It is noted that the pre-charge relay68is shown inFIG.2Bin an open position, having been controlled by the controller70to such a position after having been previously controlled by the controller70(along with the main negative relay60) to its closed position to pre-charge the DC link capacitor52. After such a pre-charge of the DC link capacitor52, the controller70may then control the main positive relay56to its closed position and then control the pre-charge relay68to its open position. Referring next toFIG.2C, and with continuing reference toFIG.1B, in another operating mode, the controller70may control the relays56,60,62,64,66,68such that the first relay62may be opened, the second relay64may be closed, and the third relay66may be opened to thereby connect only the first voltage source54ato the load52. In that regard, a third current travels along the path labeled13when the controller70controls the main positive relay56(and/or the pre-charge relay68) as well as the main negative relay60to closed positions. In such a fashion, where each voltage source54a,54bis a 400-volt high-voltage battery or battery pack, a 400-volt compatible HV architecture is provided wherein a total of 400 volts is provided by voltage source54ato the load52. It is noted that the pre-charge relay68is shown inFIG.2Cin an open position, having been controlled by the controller70to such a position after having been previously controlled by the controller70(along with the main negative relay60) to its closed position to pre-charge the DC link capacitor52. After such a pre-charge of the DC link capacitor52, the controller70may then control the main positive relay56to its closed position and then control the pre-charge relay68to its open position. Referring next toFIG.2D, and with continuing reference toFIG.1B, in another operating mode, the controller70may control the relays56,60,62,64,66,68such that the first relay62may be opened, the second relay64may be closed, and the third relay66may be closed to thereby connect the first and second voltage sources54a,54bto the load52, wherein the first and second voltage sources54a,54bare connected in parallel. In that regard, the second and third currents12and13travel along the paths shown when the controller70controls the main positive relay56(and/or the pre-charge relay68) as well as the main negative relay60to closed positions. In such a fashion, where each voltage source54a,54bis a 400-volt high-voltage battery or battery pack, a 400-volt compatible HV architecture is provided wherein a total of 400 volts is provided by voltage sources54aand54bto the load52. It is noted that the pre-charge relay68is shown inFIG.2Din an open position, having been controlled by the controller70to such a position after having been previously controlled by the controller70(along with the main negative relay60) to its closed position to pre-charge the DC link capacitor52. After such a pre-charge of the DC link capacitor52, the controller70may then control the main positive relay56to its closed position and then control the pre-charge relay68to its open position. FIG.3Ais an exemplary flowchart illustrating one exemplary embodiment of a control sequence100for the relays56,60,62,64,66,68as shown inFIG.2Aof the exemplary embodiment of a topology50for a HV architecture for providing electrical power to an electrical load52in a vehicle according to the present disclosure. As seen therein, and with continuing reference toFIGS.1B and2A, after start102, the controller70may perform a status check104of the relays56,60,62,64,66,68to determine106if any one or more of the relays56,60,62,64,66,68is welded (i.e., “stuck closed”). If so, then the controller70may enter and/or may control the circuit and/or method to go to a state of HV power OFF108, such that no electrical power is provided to the load52. If not, then the controller70may generate a control signal for controlling the pre-charge relay68(Relay C) to a closed position110and then check112whether the status of the pre-charge relay68(Relay C) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state108. Otherwise, if the status of the pre-charge relay is not “stuck open”, then the controller70may generate a control signal for controlling the first relay62(Relay A) to a closed position114and then check116whether the status of the first relay62(Relay A) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF108state. If not, then the controller70may generate a control signal for controlling the main negative relay60(Relay F) to a closed position120and then check122whether the status of the main negative relay60(Relay F) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF108state. If not, a pre-charge operation124may begin and the controller70may then determine126whether a pre-charge timeout has occurred, i.e., whether a selected period of time has expired before a successful pre-charge of the DC link capacitor52has been performed. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state108. Alternatively, if the controller determines126that a pre-charge timeout has not occurred, then the controller may generate a control signal for controlling the main positive relay56(Relay B) to a closed position128and generate a control signal for controlling the pre-charge relay68(Relay C) to an open position130. The controller70may then check132whether the status of the main positive relay56(Relay B) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF108state. Otherwise, the controller70may enter and/or may control the circuit and/or method to go to a HV power ON state134such that both the first and the second voltage sources54a,54bare connected to and provide electrical power to the load52, wherein the first and second voltage source54a,54bare connected in series. FIG.3Bis an exemplary flowchart illustrating one exemplary embodiment of a control sequence200for the relays56,60,62,64,66,68as shown inFIGS.2B and2Dof the exemplary embodiment of a topology50for a HV architecture for providing electrical power to an electrical load52in a vehicle according to the present disclosure. As seen therein, and with continuing reference toFIGS.1B,2B, and2D, after start202, the controller70may perform a status check204of the relays56,60,62,64,66,68to determine206if any one or more of the relays56,60,62,64,66,68is welded (i.e., “stuck closed”). If so, then the controller70may enter and/or may control the circuit and/or method to go to a state of HV power OFF208, such that no electrical power is provided to the load52. If not, then the controller70may generate a control signal for controlling the pre-charge relay68(Relay C) to a closed position210and then check212whether the status of the pre-charge relay68(Relay C) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state208. Otherwise, if the status of the pre-charge relay is not “stuck open”, then the controller70may generate a control signal for controlling the third relay66(Relay D) to a closed position214and then check216whether the status of the third relay66(Relay D) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state208. If not, then the controller70may generate a control signal for controlling the main negative relay60(Relay F) to a closed position218and then check220whether the status of the main negative relay60(Relay F) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state208. If not, a pre-charge operation222may begin and the controller70may then determine224whether a pre-charge timeout has occurred, i.e., whether a selected period of time has expired before a successful pre-charge of the DC link capacitor52has been performed. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state208. Alternatively, if the controller70determines224that a pre-charge timeout has not occurred, then the controller70may generate a control signal for controlling the main positive relay56(Relay B) to a closed position226and generate a control signal for controlling the pre-charge relay68(Relay C) to an open position228. The controller70may then check230whether the status of the main positive relay56(Relay B) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF208state. If not, the controller70may then determine232if a parallel connection of the first and second voltage sources54a,54bto the load52should be fulfilled. If not, then the controller may enter and/or may control the circuit and/or method to go to a HV power ON state234such that only the second voltage source54bis connected to and provides electrical power to the load52(seeFIG.2B). Otherwise, if the controller70determines232that a parallel connection of the first and second voltage sources54a,54bto the load52should be fulfilled, then the controller70may generate a control signal for controlling the second relay64(Relay E) to a closed position236. The controller70may then check240whether the status of the second relay64(Relay E) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state208. If not, then the controller70may enter and/or may control the circuit and/or method to go to the HV power ON state234, such that both the first and second voltage sources54a,54bare connected to and provide electrical power to the load52, wherein the first and second voltage sources54a,54bare connected in parallel (seeFIG.2D). FIG.3Cis an exemplary flowchart illustrating one exemplary embodiment of a control sequence300for the relays56,60,62,64,66,68as shown inFIGS.2C and2Dof the exemplary embodiment of a topology50for a HV architecture for providing electrical power to an electrical load52in a vehicle according to the present disclosure. As seen therein, and with continuing reference toFIGS.1B,2C, and2D, after start302, the controller70may perform a status check304of the relays56,60,62,64,66,68to determine306if any one or more of the relays56,60,62,64,66,68is welded (i.e., “stuck closed”). If so, then the controller70may enter and/or may control the circuit and/or method to go to a state of HV power OFF308, such that no electrical power is provided to the load52. If not, then the controller70may generate a control signal for controlling the pre-charge relay68(Relay C) to a closed position310and then check312whether the status of the pre-charge relay68(Relay C) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state308. Otherwise, if the status of the pre-charge relay68(Relay C) is not “stuck open”, then the controller70may generate a control signal for controlling the second relay64(Relay E) to a closed position314and then check316whether the status of the third relay64(Relay E) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state308. If not, then the controller70may generate a control signal for controlling the main negative relay60(Relay F) to a closed position318and then check320whether the status of the main negative relay60(Relay F) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state308. If not, a pre-charge operation322may begin and the controller70may then determine324whether a pre-charge timeout has occurred, i.e., whether a selected period of time has expired before a successful pre-charge of the DC link capacitor52has been performed. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state308. Alternatively, if the controller70determines324that a pre-charge timeout has not occurred, then the controller70may generate a control signal for controlling the main positive relay56(Relay B) to a closed position326and generate a control signal for controlling the pre-charge relay68(Relay C) to an open position328. The controller70may then check330whether the status of the main positive relay56(Relay B) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF308state. If not, the controller70may then determine332if a parallel connection of the first and second voltage sources54a,54bto the load52should be fulfilled. If not, then the controller may enter and/or may control the circuit and/or method to go to a HV power ON state334, such that only the first voltage source54ais connected to and provides electrical power to the load52(seeFIG.2C). Otherwise, if the controller70determines332that a parallel connection of the first and second voltage sources54a,54bto the load52should be fulfilled, then the controller70may generate a control signal for controlling the third relay66(Relay D) to a closed position336. The controller70may then check338whether the status of the third relay66(Relay D) is “stuck open”. If so, then the controller70may enter and/or may control the circuit and/or method to go to the HV power OFF state308. If not, then the controller70may enter and/or may control the circuit and/or method to go to the HV power ON state334, such that both the first and second voltage sources54a,54bare connected to and provide electrical power to the load52, wherein the first and second voltage sources54a,54bare connected in parallel (seeFIG.2D). Referring now toFIGS.1A-1B,2A-2D, and3A-3C, the present disclosure describes a circuit for providing multi-mode electrical power to a load52in a vehicle. The circuit may comprise a first voltage source54ahaving a positive side and a negative side, and a second voltage source54bhaving a positive side and a negative side. The circuit may further comprise a main positive relay56having a first side and a second side, wherein the second side of the main positive relay56may be connected to a first side of the load52. The circuit may also comprise a main negative relay60having a first side and a second side, wherein the second side of the main negative relay60may be connected to a second side of the load52. The circuit may further comprise a first relay62operable between an open position and a closed position, the first relay62having a first side and a second side, the first side of the first relay62connected to the positive side of the first voltage source54a, and the second side of the first relay62connected to the negative side of the second voltage source54b. The circuit may also comprise a second relay64operable between an open position and a closed position, the second relay64having a first side and a second side, the first side of the second relay64connected to the positive side of the first voltage source54a, and the second side of the second relay64connected to the positive side of the second voltage source54band the first side of the main positive relay56. The circuit may further comprise a third relay66operable between an open position and a closed position, the third relay66having a first side and a second side, the first side of the third relay66connected to the negative side of the second voltage source54b, and the second side of the third relay66connected to the first side of the main negative relay60. Accordingly, electrical power may be provided from the first voltage source54aand/or the second voltage source54bto the vehicle load52according to one of a plurality of operating modes based on the open or closed positions of the first relay62, the second relay64, and the third relay66. In that regard, in a first operating mode, the first relay62may be closed, the second relay64may be open, and the third relay66may be open to thereby connect the first and second voltage sources54a,54bto the load52, wherein the first and second voltage source54a,54bare connected in series. In a second operating mode, the first relay62may be open, the second relay64may be closed, and the third relay66may be open to thereby connect only the first voltage source54ato the load52. In a third operating mode, the first relay62may be open, the second relay64may be open, and the third relay66may be closed to thereby connect only the second voltage source54bto the load52. In a fourth operating mode, the first relay62may be open, the second relay64may be closed, and the third relay66may be closed to thereby connect the first and second voltage sources54a,54bto the load52, wherein the first and second voltage sources54a,54bare connected in parallel. The circuit may further comprise a controller70configured to independently control operation of the first relay62, the second relay64, and the third relay66between open and closed positions. Furthermore, the vehicle may be an electric vehicle and the vehicle load52may comprise a direct current (DC) link capacitor. Moreover, the circuit may further comprise a pre-charge relay68operable between an open position and a closed position, wherein the pre-charge relay68may be connected in parallel with the main positive relay56. Referring still toFIGS.1A-1B,2A-2D, and3A-3C, the present disclosure describes a method for providing multi-mode electrical power to a load52in a vehicle having a first voltage source54aand a second voltage source54b, the load52having a first side and a second side, the first voltage source54ahaving a positive side and a negative side, and the second voltage source54bhaving a positive side and a negative side. The method may comprise connecting a main positive relay56having a first side and second side to the vehicle load52by connecting the second side of the main positive relay56to the first side of the load52. The method may also comprise connecting a main negative relay60having a first side and second side to the vehicle load52by connecting the second side of the main negative relay60to the second side of the load52. The method may further comprise connecting a first relay62having a first side and a second side to the first voltage source54aand the second voltage source54bby connecting the first side of the first relay62to the positive side of the first voltage source54aand connecting the second side of the first relay62to the negative side of the second voltage source54b. The method may also comprise connecting a second relay64having a first side and a second side to the first voltage source54a, the second voltage source54b, and the main positive relay56by connecting the first side of the second relay64to the positive side of the first voltage source54aand connecting the second side of the second relay64to the positive side of the second voltage source54band the first side of the main positive relay56. The method may further comprise connecting a third relay66having a first side and a second side to the second voltage source54band the main negative relay60by connecting the first side of the third relay66to the negative side of the second voltage source54band connecting the second side of the third relay66to the first side of the main negative relay60. The method may also comprise providing electrical power from the first voltage source54aand/or the second voltage54bsource to the vehicle load52according to one of a plurality of operating modes by opening or closing each of the first relay62, the second relay64, and the third relay66. In that regard, as previously described, each of the first relay62, second relay64, and third relay66may be independently operable between an open position and a closed position. The plurality of operating modes may include a first operating mode and providing electrical power according to the first operating mode may comprise closing the first relay62, opening the second relay64, and opening the third relay66to thereby connect the first and second voltage sources54a,54bto the vehicle load52, wherein the first and second voltage source54a,54bare connected in series. The plurality of operating modes may also include a second operating mode and providing electrical power according to the second operating mode may comprise opening the first relay62, closing the second relay64, and opening the third relay66to thereby connect only the first voltage source54ato the vehicle load52. The plurality of operating modes may also include a third operating mode and providing electrical power according to the third operating mode may comprise opening the first relay62, opening the second relay64, and closing the third relay66to thereby connect only the second voltage source54bto the vehicle load52. The plurality of operating modes may also include a fourth operating mode and providing electrical power according to the fourth operating mode may comprise opening the first relay62, closing the second relay64, and closing the third relay66to thereby connect the first and second voltage sources54a,54bto the vehicle load52, wherein the first and second voltage sources54a,54bare connected in parallel. The vehicle may comprise an electric vehicle and the vehicle load52may comprise a direct current (DC) link capacitor. The method may further comprise connecting a pre-charge relay68operable between an open position and a closed position in parallel with the main positive relay56, and closing the pre-charge relay68before opening or closing any of the first relay62, the second relay64, and/or the third relay66. Still referring still toFIGS.1A-1B,2A-2D, and3A-3C, the present disclosure describes a non-transitory computer readable storage medium having stored computer executable instructions for providing multi-mode electrical power to a load52in a vehicle, the vehicle comprising (i) a first voltage source54ahaving a positive side and a negative side, (ii) a second voltage source54bhaving a positive side and a negative side, (iii) a main positive relay56having a first side and a second side, the second side of the main positive relay56connected to a first side of the load52, (iv) a main negative relay60having a first side and a second side, the second side of the main negative relay60connected to a second side of the load52, (v) a first relay62operable between an open position and a closed position, the first relay62having a first side and a second side, the first side of the first relay62connected to the positive side of the first voltage source54a, and the second side of the first relay62connected to the negative side of the second voltage source54b, (vi) a second relay64operable between an open position and a closed position, the second relay64having a first side and a second side, the first side of the second relay64connected to the positive side of the first voltage source54a, and the second side of the second relay64connected to the positive side of the second voltage source54band the first side of the main positive relay56, (vii) a third relay66operable between an open position and a closed position, the third relay66having a first side and a second side, the first side of the third relay66connected to the negative side of the second voltage source54b, and the second side of the third relay66connected to the first side of the main negative relay60, and (viii) a controller70configured to independently control operation of the first relay62, the second relay64, and the third relay66between open and closed positions. The computer executable instructions may be configured to cause the controller to provide electrical power from the first voltage source54aand/or the second voltage source54bto the vehicle load52according to one of a plurality of operating modes based on the open or closed positions of the first relay62, the second relay64, and the third66relay. In that regard, the plurality of operating modes may include a first operating mode and, to provide electrical power according to the first operating mode, the computer executable instructions may be configured to cause the controller70to close the first relay62, open the second relay64, and open the third relay66to thereby connect the first and second voltage sources54a,54bto the vehicle load52, wherein the first and second voltage source54a,54bare connected in series. The plurality of operating modes may include a second operating mode and, to provide electrical power according to the second operating mode, the computer executable instructions may be configured to cause the controller70to open the first relay62, close the second relay64, and open the third relay66to thereby connect only the first voltage source54ato the vehicle load52. The plurality of operating modes may also include a third operating mode and, to provide electrical power according to the third operating mode, the computer executable instructions are configured to cause the controller70to open the first relay62, open the second relay64, and close the third relay66to thereby connect only the second voltage source54bto the vehicle load52. The plurality of operating modes may further include a fourth operating mode and, to provide electrical power according to the fourth operating mode, the computer executable instructions are configured to cause the controller70to open the first relay62, close the second relay64, and close the third relay66to thereby connect the first and second voltage sources54a,54bto the vehicle load52, wherein the first and second voltage sources54a,54bare connected in parallel. The vehicle may comprise an electric vehicle and the vehicle load52may comprise a direct current (DC) link capacitor. A pre-charge relay68operable between an open position and a closed position may be connected in parallel with the main positive relay56, and the computer executable instructions may be configured to cause the controller70to close the pre-charge relay68before opening or closing any of the first relay62, the second relay64, and/or the third relay66. As previously described, the computer executable instructions described herein may be stored in or on a computer readable storage medium which may comprise any known type of storage medium or device and may be part of or associated with the controller70. The present disclosure thus describes an improved circuit and method for providing multi-mode electrical power to an electrical load in a vehicle. The improved circuit and method of the present disclosure provide a topology of a HV architecture for an electric vehicle that reduces the number of components needed. For example, topology50shown inFIG.1Butilizes only a single pre-charge relay68and associated pre-charge resistor, whereas topology10shown inFIG.1Autilizes two pre-charge relays16a,16band two associated pre-charge resistors. The improved circuit and method of the present disclosure thereby reduce both cost and the number of possible failure points associated therewith. The improved circuit and method also provide a simplified and/or improved relay control sequence for detecting the status of relays in a HV architecture and providing multiple modes of power to a vehicle electrical load. For example, topology50advantageously implements a multi-mode (e.g., 800V/400V) compatible HV architecture. As is readily apparent from the foregoing, various non-limiting exemplary embodiments of a circuit and method for providing multi-mode electrical power to an electrical load in a vehicle have been described. While various embodiments have been illustrated and described herein, they are non-limiting and exemplary only and it is not intended that these embodiments illustrate and describe all those possible. Instead, the words used herein are words of description rather than limitation, and it is understood that various changes may be made to these embodiments without departing from the spirit and scope of the following claims. | 41,289 |
11858440 | DESCRIPTION As seen inFIGS.1-5, the present invention is a detachable sewer house storage unit100that houses a sewer hose60that is attached to a recreational vehicle that attaches to a hitch receiver of an existing bumper of a recreational vehicle or to a hitch receiver of the recreational vehicle. The bumper hitch100comprises a rectangular housing10that has an open upper section10a, the rectangular housing has a central hitch20extending perpendicularly outward from a central rear section10bof the rectangular housing10, the rectangular housing10defines a drain12on a bottom section10cof the rectangular housing10. A rectangular door30that pivotally attached to the open upper section10aof the rectangular housing10. And, a drain plug40that is removably attached to the drain12. In an embodiment of the present invention. the detachable sewer house storage unit100comprises a solar panel50that is attached to an upper side30aof the rectangular door30. A controller52that is housed within the rectangular housing10, the controller52is operatively connected to the solar panel50. A battery54that is housed within the rectangular housing10, the battery54is operatively connected to the controller52. And, a light56that is attached to a lower side30bof the rectangular door30, the light56is operatively connected to the controller52. In another embodiment of the present invention, the detachable sewer house storage unit100comprises an emergency reflector57that attaches to a lower side30bof the rectangular door30. In yet another embodiment of the present invention, the detachable sewer house storage unit100comprises a mirror58that attaches to a lower side30bof the rectangular door30. In still another embodiment of the present invention, the rectangular housing10is divided into a pair of individual compartments11that run along a length of the rectangular housing10. An advantage of the present invention is that it provides a sewer hose storage device that attaches to a recreational vehicle. Another advantage of the present invention is that it provides a bumper storage compartment hitch that serves as an emergency warning device that is solar powered. The embodiments of the detachable sewer house storage unit described herein are exemplary and numerous modifications, combinations, variations, and rearrangements can be readily envisioned to achieve an equivalent result, all of which are intended to be embraced within the scope of the appended claims. Further, nothing in the above-provided discussions of the detachable sewer house storage unit should be construed as limiting the invention to an embodiment or a combination of embodiments. The scope of the invention is defined by the description, drawings, and claims. | 2,748 |
11858441 | DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS In the following description of advantageous exemplary embodiments of the present approach, identical or similar reference numerals are used for the elements shown in the various figures and that act similarly, a repeated description of these elements being omitted. FIG.1shows a vehicle100including a control unit105according to one exemplary embodiment of the approach presented here. Control unit105includes a compute module110, which is in one-piece and which is manufactured, for example, as a semiconductor component on a shared substrate. Compute module110includes a first area115including a permanently wired processing structure and a second area120including a programmable processing structure. For example, second area120is implemented as a microprocessor core, whereas first area115is implemented as an ASIC element or ASIC structure. Furthermore, the control unit includes a memory unit125, in which, for example, a program and/or a processing instruction127is stored for activating a personal protection means130, for example, an airbag. Program and/or processing instruction127may be loaded, for example, after startup of control unit105from memory unit125into second area120. For example, first area115may be designed as a memory controller, which carries out the readout of the processing instruction from memory unit125and carries out or at least supervises the loading of processing instruction127into second area120. Alternatively or additionally, first area115may also be designed to carry out complex operations which are required according to one or multiple commands in processing instruction127to be able to establish a presence of a triggering criterion for activating a personal protection means130. To trigger personal protection means (i.e., device)130, which is designed here, for example, in the form of a driver airbag situated in a steering wheel135, according to those criteria corresponding to processing instruction127, sensor signals145of a vehicle sensor150are read in with the aid of a communication interface140, which may be designed, for example, as a LIN, CAN, CAN FD, and/or FlexRay interface, and loaded, for example, into second area120including the programmable processor structure. Sensor signals145may be radar signals for this purpose if vehicle sensor150is designed as a radar sensor, these sensor signals145then representing, for example, the approach, a velocity, a distance, or the like of an external vehicle (not shown inFIG.1) to vehicle100. InFIG.1, for the sake of clarity, only signals from a single vehicle sensor150are plotted for this purpose, which are evaluated in control unit105. However, for those skilled in the art it is obvious that sensor signals145may also contain data from multiple vehicle sensors, which may also detect different physical parameters, for example. In second area120of compute module110, these sensor signals145are then processed using processing instruction127loaded from memory unit125and checked for the presence of certain triggering criteria for personal protection means130. During such an evaluation, for example, it may occur that complex numeric or algorithmic operations are to be carried out, which may be carried out efficiently and rapidly in a permanently wired processing structure, as is implemented, for example, in first area115of compute module110. For this purpose, for example, a part of sensor signals145or intermediate results from the processing of sensor signals145may be transferred into first area115, further processed there, and subsequently the obtained results may be transferred back into second area120. In this way, the presence of certain triggering criteria in sensor signals145may be checked very efficiently. If it is established, for example, in compute module110that the triggering criteria for activating personal protection means130are met, a corresponding trigger signal155may be transferred, for example, from second area120via communication interface140to personal protection means130, so that this personal protection means130is activated, for example, the airbag unfolds. To be able to operate particularly precisely, control unit105includes a clock generator160, which is situated outside compute module110and is designed, for example, as a quartz oscillator. Clock generator160generates a clock signal165here, which is used as the basis of the signal processing in first area115and/or second area120of compute module110or communication interface140. The use of such an external clock generator160outside compute module110offers the advantage here that components which are very precise, robust, and have long-term stability such as the quartz oscillator may be used to provide clock signal165. In this way, it is ensured that the processing of sensor signals145in first area115and/or second area120may be carried out with high precision. In a further exemplary embodiment, communication interface140and/or memory unit125may also be applied or embedded on or in the substrate in which the compute module110, which is in one-piece, is also implemented. In this way, in one manufacturing process, not only compute module110, but also communication interface140and/or memory unit125may be manufactured, which enables further simplification in manufacturing control unit105. In summary, it may be noted that modern airbag systems use system basis chips (SBC), in which, in addition to the complete voltage supply in operation and autonomy with central RESET supervision, further functional blocks such as LIN transceiver; PSI-IF, switch/Hall sensor IF, high/low ignition output stages, safety controller (watchdog, redundant plausibility check of crash signals), and LED high-side/low-side drivers are integrated. One goal of the approach presented here is to supplement the SBC as control unit105with a μC-core (for example, in the form of second area120) and suitable communication controllers such as LIN, CAN, CAN FD (ISO 11898-1:2015), and optionally FlexRay (V2.1), for example, in the form of communication interface140. Furthermore, the corresponding transceiver may also be optionally integrated in the SBC, the SBC being able to obtain, in addition to the present SPI monitoring, the monitoring capacity of vehicle buses LIN, CAN, CAN FD, FlexRay (safety architecture). However, only the main airbag/safety control unit μC or processor has read and write access to the corresponding buses, which is implemented, for example, in second area120and may be supplied with data with the condition (ASIL>=C) via the corresponding accessible transceiver, which may also optionally be able to assist SLEEP systems. The monitoring of the fast communication buses at up to 10 Mb/s may be implemented particularly well by using a quartz-stable integrated oscillator as the time base for SBC105. The use of a μC-core (microcontroller core) in the form of second area120of compute module110together with an SBC program such as processing instruction127, stored in a mask ROM or programmable FLASH including parameterization such as memory unit125by the main airbag/safety control units μC or processor in SRAM such as second area120, enables particularly flexible diagnosis, supervision, and signal processing of personal protection means130, such as an airbag system here, for example, and of the SBC as control unit105. The flexibility and performance of the SBC or control unit130is significantly increased, for example, by μC-core120, over the presently used HW state machines, as are implemented, for example, in first area115including the permanently wired processing structure. The present safety controller of the SBC with restriction to SPI—monitoring of the central sensor data (for example sensor signals145) or indirectly the PSI sensor and switch/Hall sensor data becomes, for example, due to the monitoring function of the communication interface such as communication interface140(buses), the safety controller of all relevant data as sensor signals145. Data are to be mentioned here, for example, as sensor signals145of vehicle sensors150of the passenger compartment sensing (IR camera), seat occupancies, etc., and the pre-crash detection (radar). The safety controller is thus, for example, capable of giving access to safety-relevant actuators (ignition circuits, LEA actuators, motor-driven belt tensioners, emergency braking systems, . . . ) as personal protection means130even before the crash time (T0) if the required criteria are met. By using an independent quartz-stable SBC time base and not, as before, a relatively inaccurate RC clock, for example, the watchdog function, the redundant SBC crash signal assessment, and/or the switching regulator frequency may be executed significantly more precisely. In particular, for example, the quartz-stable time base of the SBC enables relevant data of fast communication buses140(up to 10 Mb/s) such as CAN, CAN FD, FlexRay to be supervised independently. Further SBCs or SCCs may also be coupled on synchronously by providing a master SBC (ECLK), without, for example, independent quartz oscillators being required in the slave devices (dependent components). This redundant, diverse assessment of communication data, in particular for devices (also sensors) of the interior sensing or the pre-crash detection, expands, for example, the previous SCON functionality of the HW state-based present SBC. The additional DISABLE functionality of the actuators and devices controllable via communication buses takes place in that, for example, the transmit (write) access of the main μC or processor to the communication bus is withdrawn, for example, if the enable criteria of the expanded SCON function of the SBC are not met. This may be carried out, for example, by splitting the activation message into partial messages. For example, if the SBC recognizes a first partial message without existing release, for example, the transceiver is blocked (DISABLE) or the transmit line T×D line of the transceiver to the main μC or processor is interrupted by the expanded SCON. Instead of the previously used logic state machine, for example, a μC-core ( 16/32) bit is integrated as second area120, for example, by ARM into the system ASIC. The overall diagnostic software of the ignition circuits including supply voltage and safety semiconductor check, the PSI sensor IF and sensor check, the AIO LED driver (optionally including PWM control) check, the external switch/Hall sensor IF check, the energy reserve check, the communication transceiver check, the voltage supervision of external ECU supply lines, and a large number of SBC internal voltages (external KL30, KL15, VZP internal VUP, VER, VAS, VSYNC, VST50, VST33, VCORE, VREFi, AlNi, AlOi, VHi, Zkpi, Zkmi, PSli) is executed, for example, corresponding to the program code such as processing instruction127, or stored, for example, in a mask ROM as memory unit125or optionally in a programmable FLASH memory as memory unit125. The parameterization may be carried out, for example, by data exchange between main airbag μC and the SBC-SRAM. The time base is formed, for example, by an integrated oscillator circuit including external quartz, to enable the stability and accuracy requirements for connecting fast communication controllers. The PLL circuit including frequency divider is used, for example, for synthesizing the required SBC internal frequencies for μC-core, the clocked SBC assemblies, the switching regulator frequencies, the required digital filters, and the output of an SBC-based external clock signal (ECLK), for coupling on (cascading) further SBCs or expansion components (system companion chips (SCC)). The timer watchdog is used, for example, for checking the time base of a separate main μC or processor in an airbag/safety control unit. This check may be executed, for example, on the basis of the quartz-accuracy time base of the SBC significantly more accurately (<=1%) than using the present RC oscillators (<15%) in the HW-SBCs. The operating software controls, for example, the data exchange with the main airbag μC via the SPI interface, the monitoring SPI (read only), for example, communication interfaces140LIN, CAN FD, CAN, optionally FlexRay (read only), the external switches and Hall sensor IF, and, for example, the PSI-IF to external sensors or sensor buses. The data exchange via SPI includes, for example, the expanded watchdog functionality to check the foreground and the background tasks of the main ECU μC/processor, the continuous status exchange for system supervision, and the error handling by the main ECU μC. The provision of the SBC-detected PSI sensor data, the switch and Hall sensor data via SPI to the main μC is used, for example, for the comprehensive crash/event recognition in its main algorithm. The information acquisition via the monitoring SPI is used, for example, for the redundant evaluation of SPI-based data (for example, ECU central sensor system) and, for example, for detecting all sensor data placed by SBCs or SCCs on the SPI. The redundant evaluation of SPI-based airbag sensor data and relevant communication interface-based data on the interior situation ((IR) camera) or on the precrash situation (radar), . . . , forms, for example, the new software safety controller of the SBC, which in the normal state blocks the ignition output stages and ignores fire commands of the main μC/processor if the evaluation does not meet certain settable release criteria. These release criteria may be designed very flexibly, for example, in an SBC including μC-core (complete release ↔ partial release) and in addition to crash situations (T0) also includes releases before (T0). Via status lines (DISABLE line), for example, cascaded SBC or SCC may be coupled to the release decision of the master SBC. In addition to the classical ignition circuits, for example, certain communication-based safety relevant assemblies (reversible belt tensioner, emergency brake devices, . . . ) may also be activated by the safety controller of the SBC as personal protection means130, for example, only by the main μC processor of the airbag/safety control unit if the monitored communication interface-based messages correspond to the release criteria of the redundant SBC evaluation. The protective measure against a finally acting activation of a safety-relevant assembly controlled via a communication interface may also be carried out, for example, by interrupting the (transmit lines) T×D lines from the main μC to transceivers via switchable gates with the aid of suitable DISABLE lines of the SBC. Furthermore, an SBC DISABLE intervention on the transceiver is also possible. For this purpose, for example, the activation messages of the main μC/processor may be split into partial steps. If the SBC recognizes, for example, by supervising communication bus140, activation partial messages to safety-relevant assemblies without a release for this assembly being present in the SBC, for example, blocking of the further required parts of the activation message takes place. FIG.2shows a block diagram of an exemplary embodiment of control unit105. Control unit105includes here a first area115, which includes a permanently wired processing structure. First area115is designed in the exemplary embodiment shown inFIG.2, for example, as a memory controller200, which controls or supervises a readout of processing instruction127from a memory unit125designed as a SRAM, mask ROM, or FLASH and loads it with the aid of a system bus210via a bridge element215into second area120including the programmable processing structure, which is designed here as a microcontroller core (μC-core). Second area120may receive sensor signals145via communication interface140and process the commands according to processing instruction127. If sensor signals145now correspondingly become triggering criteria, in second area120or in μC-core, triggering of personal protection means130may be activated with the aid of trigger signal155via a trigger circuit220of communication interface140, which is then implemented by a trigger control circuit225. Furthermore, a clock generator160in the form of a quartz oscillator may also be provided, which provides a clock signal165for the operation of first area115, second area120, memory unit125, and/or communication interface140. FIG.3shows a flowchart of an exemplary embodiment of a method300for preparing a startup of control units according to a variant presented here. Method300includes a step310of storing a first processing instruction in a memory unit of a first of the control units and storing a second processing instruction different from the first processing instruction in a memory unit of a second of the control units. FIG.4shows a flowchart of an exemplary embodiment of a method400for activating a personal protection means of a vehicle, method400including a step410of reading out a processing instruction from a memory unit of a control unit according to a variant presented here and loading the processing instruction into the second area of the compute module. Furthermore, method400includes a step420of carrying out the processing instruction in the second area of the compute module to activate the personal protection means of the vehicle. If an exemplary embodiment includes an “and/or” linkage between a first feature and a second feature, this is to be read to mean that the exemplary embodiment according to one specific embodiment includes both the first feature and the second feature and according to another specific embodiment includes either only the first feature or only the second feature. | 17,738 |
11858442 | DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS As is traditional in the corresponding field, some exemplary embodiments may be illustrated in the drawings in terms of functional blocks, units, and/or modules. Those of ordinary skill in the art will appreciate that these block, units, and/or modules are physically implemented by electronic (or optical) circuits such as logic circuits, discrete components, processors, hard-wired circuits, memory elements, wiring connections, and the like. When the blocks, units, and/or modules are implemented by processors or similar hardware, they may be programmed and controlled using software (e.g., code) to perform various functions discussed herein. Alternatively, each block, unit, and/or module may be implemented by dedicated hardware or as a combination of dedicated hardware to perform some functions and a processor (e.g., one or more programmed processors and associated circuitry) to perform other functions. Each block, unit, and/or module of some exemplary embodiments may be physically separated into two or more interacting and discrete blocks, units, and/or modules without departing from the scope of the inventive concept. Further, blocks, units, and/or module of some exemplary embodiments may be physically combined into more complex blocks, units, and/or modules without departing from the scope of the inventive concept. Hereinafter, an apparatus for protecting a passenger in a vehicle and a control method thereof in accordance with the present disclosure will be described with reference to the accompanying drawings. In this process, the thickness of lines or the sizes of elements illustrated in the drawings may be exaggerated for the purpose of clarity and convenience of explanation. Furthermore, terms to be described later are terms defined in consideration of functions in the present disclosure and may be changed according to the intention of a user or an operator, or practice. Accordingly, such terms should be defined based on the disclosure over the present specification. FIG.1is a block configuration diagram illustrating an apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure,FIG.2is an exemplary diagram illustrating sizes for recognizing a passenger type in the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure, andFIG.3is an exemplary diagram illustrating sizes of bounding boxes for recognizing the passenger type in the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure.FIG.4is an exemplary diagram illustrating coordinates according to a seated state of a passenger in the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure, andFIG.5is an exemplary diagram illustrating a seating position of a passenger in the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure. As illustrated inFIG.1, the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure may include a collision detection unit30, a seat belt driving unit50, an airbag driving unit70, a capturing unit10, an image processing unit20, a control unit40, and a recording storage unit90. The collision detection unit30may detect a predicted collision state and a collision state of a vehicle through a plurality of sensors and cameras installed on the front or side of the vehicle, and provide the detection result to the control unit40. The seat belt driving unit50may correct a pose of a passenger before a collision by adjusting the tensile strength and the operation time point of a seat belt60according to an operation mode. The airbag driving unit70may differently drive the deployment time points and pressure of a plurality of airbags80, such as a front airbag, a side airbag, and a curtain airbag, according to a driving signal inputted from the control unit40. The capturing unit10may capture images of the interior of the vehicle and output the captured images to recognize passengers in a driver's seat and a passenger seat. The image processing unit20may extract passenger information by processing the images, which are inputted from the capturing unit10, based on deep learning. Here, the image processing unit20may extract the passenger information including a size learned according to a type of a passenger, a size of a bounding box in which the passenger is detected, and a pose learned according to a seated state of the passenger, and coordinates of skeleton key points according to the seated state of the passenger. The control unit40may recognize a passenger type and a seating position on the basis of the passenger information extracted by the image processing unit20, operate the seat belt driving unit50by setting the operation mode on the basis of the seating position when the predicted collision state is inputted from the collision detection unit30, adjust the deployment time points of the plurality of airbags80according to the collision state, the passenger type, and the seating position, and then output the driving signal to the airbag driving unit70. The control unit40may include a passenger type recognition section410, a seating position recognition section420, a seat belt operation determination section430, a collision type determination section440, and an airbag deployment determination section450. The passenger type recognition section410may recognize the passenger type based on the size according to the type of the passenger and the size of the bounding box from the passenger information extracted by the image processing unit20. Here, the passenger type recognition section410may recognize the passenger type based on the sizes of passengers in the driver's seat and the passenger seat which are extracted by the image processing unit20through learning based on deep learning according to the passenger type, as illustrated inFIG.2, and the sizes of bounding boxes which are extracted by the image processing unit20and in which the heights and widths of the passengers in the driver's seat and the passenger seat are set, as illustrated inFIG.3. For example, in such a case, when the size of the passenger and the size of the bounding box are determined to be different from each other, the passenger type recognition section410may use a larger size to recognize the passenger type. As described above, the passenger type recognition section410may determine the size of the passenger and the size of the bounding box, and recognize the passenger type as one of large, medium, and small. The seating position recognition section420may recognize the seating position of the passenger based on the pose and the coordinates according to the seated state of the passenger. Here, the seating position recognition section420may receive, from the image processing unit20, one of slouching, upright, normal, left, and right as the pose of the passenger extracted through learning based on the deep learning according to the seated state of the passenger, and receive, from the image processing unit20, 3D coordinates of the skeleton key points according to the seated state of the passenger as illustrated inFIG.4. In this way, based on the pose and coordinates according to the seated state of the passenger, as illustrated inFIG.5, the seating position recognition section420may recognize the seating position of the passenger as coordinates in the traveling direction of the vehicle, and determine whether the seating position is normal seating, or is biased forward, left, or right in an area (OOP area) deviating from the normal seating. The seat belt operation determination section430may receive the predicted collision state from the collision detection unit30, and operate the seat belt driving unit50by differently setting the operation mode of the seat belt60according to the seating position of the passenger when a collision is predicted, and correct the pose of the passenger. For example, depending on the operation mode, strong tension may be initially applied to the seating position and then the tension may be gradually decreased, or tension may be gradually increased initially and then strong tension may be applied thereto after a set time point. The collision type determination section440may receive the collision state from the collision detection unit30, and determine a collision type. For example, the collision type determination section440may determine the collision type as a forward collision, a side collision, a rollover, and the like depending on the collision state. The airbag deployment determination section450may determine the deployment time points of the plurality of airbags80according to the collision type based on an initial passenger position, the passenger type, and the seating position received from the passenger type recognition section410and the seating position recognition section420, and output the driving signal. Here, when the seating position of the passenger is biased forward, the airbag deployment determination section450outputs the driving signal to deploy the front airbag at low pressure and delay secondary deployment thereof. Furthermore, when the passenger type is small and the collision type is a high-speed collision, the airbag deployment determination section450may delay the secondary deployment of the front airbag. When the passenger type is large and the collision type is a low-speed collision, the airbag deployment determination section450may deploy the front airbag at high pressure. When the collision type is a side collision and the seating position of the passenger is close to a window side, the airbag deployment determination section450may deploy the curtain airbag at the time of the collision. The recording storage unit90may store a processing state including one or more of the passenger type, the seating position, the wearing or non-wearing of a seat belt, and the snap image of a captured image, which are processed by the control unit40, within a set time before and after the time point of a collision according to the collision state. As described above, the apparatus for protecting a passenger in a vehicle in accordance with the present disclosure can recognize the type and position of a passenger by processing interior images of the vehicle based on deep learning, optimize an operation mode of the active seat belt and the deployment time points of the airbags according to the type and position of the passenger from the time point at which a collision is predicted, and operate the airbags, thereby safely protecting the passenger by not only correcting a pre-collision pose according to the seating position of the passenger, but also optimizing the deployment time points of the airbags according to the type and the seating position of the passenger. In addition, the apparatus can minimize malfunction due to misrecognition by recognizing the type of the passenger based on the size of the passenger and the size of the bounding box and recognizing the seating position based on the pose and coordinates of the passenger. FIG.6is a flowchart for explaining a control method of the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure. Referring toFIG.6, in the control method of the apparatus for protecting a passenger in a vehicle in accordance with an embodiment of the present disclosure, first, the image processing unit20extracts learned passenger information by processing interior images of the vehicle, which are obtained by capturing images of the driver's seat and the passenger seat inside the vehicle through the capturing unit10, based on deep learning (S10). The passenger information may include a size learned according to a type of a passenger, a size of a bounding box in which the passenger is detected, and a pose learned according to a seated state of the passenger, and coordinates of skeleton key points according to the seated state of a passenger. The control unit40receives the passenger information extracted by processing the interior images in step S10(S20). After receiving the passenger information in step S20, the control unit40recognizes a passenger type and a seating position on the basis of the passenger information (S30). Here, the control unit40may recognize the passenger type based on the sizes of passengers in the driver's seat and the passenger seat which are extracted by the image processing unit20through learning based on deep learning according to the type of the passenger, as illustrated inFIG.2, and the sizes of bounding boxes which are extracted by the image processing unit20and in which the heights and widths of the passengers in the driver's seat and the passenger seat are set as illustrated inFIG.3. For example, at this time, when the size of the passenger and the size of the bounding box are determined to be different from each other, the control unit40may use a larger size to recognize the passenger type. In this way, the control unit40may determine the size of the passenger and the size of the bounding box, and recognize the passenger type as one of large, medium, and small. Furthermore, the control unit40may receive, from the image processing unit20, one of slouching, upright, normal, left, and right as the pose of the passenger extracted through learning based on the deep learning according to the seated state of the passenger, and receive, from the image processing unit20, 3D coordinates of the skeleton key points according to the seated state of the passenger as illustrated inFIG.4, thereby recognizing the seated position of the passenger. In this way, based on the pose and coordinates according to the seated state of the passenger, as illustrated inFIG.5, the control unit40may recognize the seating position of the passenger as coordinates in the traveling direction of the vehicle, and determine whether the seating position is normal seating, or is biased forward, left, or right in an area (OOP area) deviating from the normal seating. After recognizing the passenger type and the seating position in step S30, the control unit40receives a predicted collision state from the collision detection unit30and determines whether a collision is predicted (S40). When the determination result in step S40indicates that the collision is predicted, the control unit40operates the seat belt driving unit50by setting an operation mode on the basis of the seating position, corrects the pose of the passenger by adjusting the tension of the seat belt60(S50). After driving the seat belt60in step S50, the control unit40receives a collision state and determines whether a collision has occurred (S60). When the determination result in step S60indicates that the collision has occurred, the control unit40determines a collision type (S70). For example, the control unit40may determine the collision type as a forward collision, a side collision, a rollover, and the like depending on the collision state. After determining the collision type in step S70, the control unit40adjusts the deployment time points of the plurality of airbags80according to an initial passenger position, the passenger type, and the seating position, and output a driving signal to the airbag driving unit70(S80). Here, when the seating position of the passenger is biased forward, the control unit40outputs the driving signal to deploy the front airbag at low pressure and delay secondary deployment thereof. Furthermore, when the passenger type is small and the collision type is a high-speed collision, the control unit40may delay the secondary deployment of the front airbag. When the passenger type is large and the collision type is a low-speed collision, the control unit40may deploy the front airbag at high pressure. When the collision type is a side collision and the seating position of the passenger is close to a window side, the control unit40may deploy the curtain airbag at the time of the collision. After driving the airbag in step S80, the control unit40may store, in the recording storage unit90, a processing state including one or more of the passenger type, the seating position, the wearing or non-wearing of a seat belt, and the snap image of a captured image, which are processed, within a set time before and after the time point of a collision (S90). As described above, the control method of the apparatus for protecting a passenger in a vehicle in accordance with the present disclosure can recognize the type and position of a passenger by processing interior images of the vehicle based on deep learning, optimize an operation mode of the active seat belt and the deployment time points of the airbags according to the type and position of the passenger from the time point at which a collision is predicted, and operate the airbags, thereby stably protecting the passenger by not only correcting a pre-collision pose according to the seating position of the passenger, but also optimizing the deployment time points of the airbags according to the type and the seating position of the passenger. In addition, the control method can minimize malfunction due to misrecognition by recognizing the type of the passenger based on the size of the passenger and the size of the bounding box and recognizing the seating position based on the pose and coordinates of the passenger. The implementations described in the present specification may be implemented with a method or process, an apparatus, a software program, a data stream or signal, for example. Although discussed only in the context of a single form of implementation (for example, discussed only as a method), the discussed features may also be implemented as other forms (for example, an apparatus or a program). The apparatus may be implemented with appropriate hardware, software, firmware and the like. The method may be implemented in an apparatus such as a processor generally referring to a processing device including a computer, a microprocessor, an integrated circuit, or a programmable logic device. The processor includes a communication device such as a computer, a cellular phone, a portable/personal digital assistant (PDA), and other devices that facilitate communication of information between end users. Although the present disclosure has been described with reference to the embodiments illustrated in the drawings, the embodiments of the disclosure are for illustrative purposes only, and those skilled in the art will appreciate that various modifications and equivalent other embodiments are possible from the embodiments. Thus, the true technical scope of the disclosure should be defined by the following claims. | 18,939 |
11858443 | DETAILED DESCRIPTION In the present specification, it is to be understood that terms such as “including”, “having”, etc. are intended to indicate the existence of the features, numbers, steps, actions, elements, parts, or combinations thereof disclosed in the specification, and are not intended to preclude the possibility that one or more other features, numbers, steps, actions, elements, parts, or combinations thereof may exist or may be added. In addition, terms “first”, “second”, etc. used in the specification can be used to describe various elements, but the elements are not to be construed as being limited to the terms. The terms are only used to differentiate one element from other elements. In describing an embodiment disclosed in the present specification, if it is decided that a detailed description of the known art related to the present disclosure makes the subject matter of the embodiment disclosed in the present specification unclear, the detailed description will be omitted. In addition, the accompanying drawings are only for easy understanding of the embodiment disclosed in the present specification, and do not limit the technical idea disclosed in the present specification. In addition, it is to be understood that the present disclosure includes all modifications, equivalents, and substitutions included in the spirit and the scope of the present disclosure. Controllers11and20according to an embodiment disclosed in the present specification may each include: a communication device for communicating with other controllers or a sensor so as to control a function in charge; a memory storing operating system or logic instructions and input/output information; and one or more processors performing determination, operation, decision, etc. required for controlling a function in charge. Hereinafter, the configuration and operation of various embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Throughout the drawings, like or similar elements are denoted by the same reference numerals, and a redundant description thereof will be omitted. FIG.1is a flowchart showing a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.3is a flowchart showing a counting step and an integrating step in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIGS.1and3, according to the present disclosure, there is provided a method of detecting whether a PWM signal transmitted from an airbag controller to a vehicle component controller is normal, the method including: counting high values and low values of the PWM signal; integrating the high values and the low values of the PWM signal; comparing count results of the high values and the low values to first comparison values, and comparing integration results of the high values and the low values to second comparison values; and detecting whether the PWM signal is normal by separately deriving diagnosis results according to comparison with the count results and diagnosis results according to comparison with the integration results. To help the understanding of the disclosure, a control signal generation step S100shown inFIG.1will be described. In the method of detecting normality of a PWM signal according to the present disclosure, a control signal is generated for comparison with an actual output signal. The control signal is a PWM signal and is generated to a preset value. That is, the PWM signal may be generated with a particular ratio and a particular period. The generated PWM signal is used as a reference value for comparison with an actual output signal, wherein varied actual output signals may be measured due to unexpected vibration or shock during the driving of a vehicle. In the meantime, an output signal measurement step S200shown inFIG.1refers to the counting step and the integrating step of the method of detecting normality of a PWM signal according to the embodiment of the present disclosure. In the counting step and the integrating step of the present disclosure, not the preset control signal but an actually measured output signal is subjected to counting or integration and the number and an integral value are measured. That is, the output signal measurement step S200shown inFIG.1is used as a term including both the counting step and the integrating step of the method of detecting normality of a PWM signal according to the embodiment of the present disclosure. This statement should not be construed as limiting each step of the present disclosure. In the meantime, generally, a safety analysis in an automobile industry field detects two items, failure frequency and failure recognition. To determine the failure frequency, a quantitative analysis is used, and to recognize a failure, a qualitative analysis is used. In the present disclosure, in the counting step and the comparison step corresponding thereto, count results are compared with first comparison values to detect failure frequency, and in the integrating step and the comparison step corresponding thereto, integration results are compared with second comparison values to recognize failures. That is, the process of deriving a diagnosis result by comparing count results with first comparison values in the counting step and the comparison step corresponding thereto is a self-test logic for determining failure frequency. The processes of deriving diagnosis results by comparing integration results with second comparison values in the integrating step and the comparison step corresponding thereto are self-test logics for recognizing failures. In the meantime, the processes of deriving the diagnosis results according to the integrating step and the comparison step corresponding thereto may be made of three different logics according to the selection of a second comparison value. That is, the present disclosure goes through four self-test logics, and the four self-test logics are shown as four comparison steps S300, S400, S500, and S600ofFIG.1separately. InFIG.1, the four comparison steps are shown as a first comparison step S300of a control signal and an output signal, a second comparison step S400of a control signal and an output signal, an integral value comparison step S500during a particular period, and an integral value comparison step S600during a total period. These are only used as terms to help the understanding of the disclosure, and this statement should not be construed as limiting each step of the present disclosure. The diagnosis results derived according to the four self-test logics are classified into failure modes and categorized in the step of detecting whether there is a signal error in step S700, and are stored as detection information. The stored detection information is transmitted to the vehicle component controller in step S800, and may be used as information for determining the consistency of the PWM signal. Consequently, the present disclosure generates information for determining the consistency of the PWM signal by detecting whether the PWM signal is normal through the four different self-test logics. In the meantime, referring toFIG.3, in the counting step and the integrating step, it is general to initialize a variable of each step and proceed in step S210before each operation is performed. Accordingly, redundant data remaining in the memory is deleted to increase processing speed, and an error that may occur due to influence from the redundant data is prevented so that an accurate value is calculated. Hereinafter, the configuration and operation of each step of the present disclosure will be described with reference toFIGS.2to10. FIG.3is a flowchart showing a counting step and an integrating step in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring to the left part ofFIG.3, in the counting step according to the present disclosure, the number of high values and the number of low values are separately detected during a particular period of the PWM signal in step S220. In general, a PWM signal has high values and low values that are repeatedly generated with a particular ratio during a particular period with a duty ratio change method. Herein, duty values (logic values according to a high value and a low value) may be values equal to or greater than 0 and equal to or less than 1 when the maximum value of a reference wave is 1. That is, a logic value according to a high value is 1, and a logic value according to a low value is 0. Specifically, in the counting step, the number of times that the logic value of 1 according to the high value of the output PWM signal is detected and the number of times that the logic value of 0 according to the low value of the output PWM signal is detected are counted in step S220. In the case in which distortion occurs in the PWM signal or a noise is mixed therewith, when the desired number of occurrences of the signal (control value) is compared to the number of actual detections (output value), a difference may occur within or out of an error range. That is, when the difference is out of the error range, detection as an error may be performed. To this end, it is needed to detect the number of high values and the number of low values. In the meantime, respective count values are stored as output values in step S221, and this process is repeated every particular period. The count values for the high values and the low values are stored as output values every particular period during a preset total period. That is, on the basis of the number of detections during a particular period, an error between a control value and an output value is determined to precisely detect an error that may occur every particular period. Referring to the middle part ofFIG.3, in the integrating step according to the present disclosure, a high value area and a low value area belonging to a particular period of the PWM signal may be separately integrated in step S230. During the driving of a vehicle, generally, an actually measured PWM signal is output as an irregular waveform due to various causes such as a vibration and a shock of the vehicle. Therefore, in comparing a desired control value of the signal with an actually measured output value, a difference may occur in or out of an error range. In addition, the high values and low values of the PWM signal are expressed in the form of a continuous function over time. Therefore, high values and low values detected during a particular period are integrated, so that actual values of a high value area and a low value area belonging to the particular period may be calculated within a minimum error range. That is, integration results of high values and low values detected during a particular period are set as output values, the output values are compared with a control value, and when results of comparison are out of an error range, detection as an error is performed. In the meantime, respective integral values are stored as output values in step S231, and this process is repeated every particular period. The integral values of the high values and the low values are stored as output values every particular period during a preset total period. That is, determination is based on integral values detected during a particular period so that an error that may occur every particular period is precisely detected. Further referring to the lower part of the middle part ofFIG.3, in the integrating step according to the present disclosure, high value areas and low value areas belonging to a total period of the PWM signal are separately integrated, and the total period of the PWM signal is predetermined and may be the sum of particular periods of the PWM signal in steps S230, S231, S232, S233, S234, and S235. Describing this in detail, a high value area and a low value area belonging to a particular period of the PWM signal are separately integrated in step S230, respective integral values are stored as output values in step S231, the respective integral values are added in step S232, and the sum value is stored as another output value in step S233. This process is repeated every particular period, so that the sum value of the integral values of the high values and the low values is stored as an output value every particular period during a preset total period. Further, sum values derived for the respective particular periods through this process are added to generate a sum value of the integral values of the high values and the low values belonging to a total period in step S234, and the generated sum value is stored as another output value in step S235. Herein, the integral values and the sum values stored as output values are stored separately as different information values, and according to the order in which the information values are stored, the information value stored earlier is not learned or changed by the information value stored later. As described above, determination is based on integral values detected fora particular period, so that an error corresponding to a value out of an error range in a total period is detected. Even though an error that may occur every particular period is precisely detect, the larger the difference between a particular period and a total period (that is, the longer the time interval of a total period compared to the time interval of a particular period), the more difficult the detection of the error because the error corresponds a value in an error range in a particular period. That is, the sum values derived for the respective particular periods are added to generate a sum value of the integral values of the high values and the low values belonging to a total period. The sum value is compared to a comparison value corresponding thereto, so that the consistency of the signal is determined with respect to a particular period and also a total period, thus improving the reliability of the consistency of the signal. In addition, since the sum value is generated by adding the previously calculated integral values of the high value areas and the low value areas, the already derived information values are used as they are, whereby the same operation is prevented from being repeatedly performed, the operation processing speed is improved, and the overload of the memory is reduced. In the meantime, the right part ofFIG.3shows the steps of generating and storing comparison values that correspond to a sum value of integral values of high values and low values belonging to a particular period generated as shown in the lower part of the middle part ofFIG.3, and to a sum value of integral values of high values and low values belonging to a total period in steps S240, S241, S242, and S243. Describing this in detail, the steps of generating and storing a comparison value corresponding to a sum value of integral values of high values and low values belonging to a particular period will be described first. In this case, the entire PWM signal corresponding to a particular period of the PWM signal is integrated in step S240, and the integral value is stored as a second comparison value in step S241. During the driving of a vehicle, generally, an actually measured PWM signal is output as an irregular waveform due to various causes such as a vibration and a shock of the vehicle. Accordingly, in addition to a part clearly detected as a high value and a part clearly detected as a low value, there may be an area that is detected as an intermediate value between the high value and the low value and is detected as neither a high value nor a low value. The integral value of the entire PWM signal corresponding to a particular period is calculated including a signal detected as the intermediate value between the high value and the low value, so may have a difference in or out of an error range from a result of adding the integral values of the high values and the low values. That is, when a result of comparing the sum value of the integral values of the high values and the low values belonging to a particular period with the entire PWM signal corresponding to the particular period is out of the error range, detection as an error is performed. Accordingly, the result is used as a reference for verifying the validity of the PWM signal for each particular period. Next, the steps of generating and storing a comparison value corresponding to a sum value of integral values of high values and low values belonging to a total period will be described. In this case, the entire PWM signal corresponding to a particular period of the PWM signal is integrated in step S240, and an integral value is stored as a second comparison value in step S241. This process is repeated every particular period, so that an integral value of the PWM signal every particular period during a preset total period is stored as a second comparison value. Further, the integral values derived for the respective particular periods through this process are added to generate an integral value of the entire PWM signal corresponding to the total period in step S242, and the generated integral value is stored as another second comparison value in step S243. Herein, the integral values stored as the second comparison values are stored separately as different information values, and according to the order in which the information values are stored, the information value stored earlier is not learned or changed by the information value stored later. As described above, since the integral value of the entire PWM signal corresponding to a particular period is calculated including a signal detected as the intermediate value between the high value and the low value, the integral value of the entire PWM signal corresponding to the total period generated by adding the integral values of the respective entire PWM signals derived for the particular periods includes a signal detected as the intermediate value between the high value and the low value. In addition, an error corresponding to a value out of an error range in a total period is detected. The larger the difference between a particular period and a total period (that is, the longer the time interval of a total period compared to the time interval of a particular period), the more difficult the detection of the error because the error corresponds to a value in an error range in a particular period. That is, when a result of adding the integral values of the high values and the low values belonging to the total period is compared with the integral value of the entire PWM signal corresponding to the total period, there may be a difference in or out of an error range. Consequently, by comparing the integral value of the entire PWM signal corresponding to the total period with the sum value of the integral values of the high values and the low values corresponding to the total period, the consistency of the signal is determined with respect to a particular period and also a total period, thus further improving the reliability of the consistency of the signal. FIG.2is a flowchart showing a process of generating a preset PWM signal in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.4is a flowchart showing a process of deriving a diagnosis result according to a counting step and a comparison step corresponding thereto in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIGS.2and4, the first comparison values according to the present disclosure are provided in advance as contrast values corresponding to a high value and a low value, respectively, and in the comparison step, the first comparison values may be compared with count results of the high values and the low values. In general, a PWM signal has high values and low values that are repeatedly generated with a particular ratio during a particular period with a duty ratio change method. Herein, duty values (logic values according to a high value and a low value) may be values equal to or greater than 0 and equal to or less than 1 when the maximum value of a reference wave is 1. That is, a logic value according to a high value is 1, and a logic value according to a low value is 0. For example, assuming a high value of 60, a low value of 40, and a frequency of 100 Hz, in general, one period of a signal is 10 ms and transmission is performed with a high value:low value ratio of 6:4. Therefore, in this case, the first comparison values are 6 and 4, wherein 6 is the estimated number of times that the logic value of 1 according to the high value is detected (the contrast value corresponding to the high values) and 4 is the estimated number of times that the logic value of 0 according to the low value is detected (the contrast value corresponding to the low values). Therefore, when a period and a ratio of the PWM signal are preset to particular values, the estimated number of high values and the estimated number of low values are stored as first comparison values every particular period of the PWM signal generated/changed with the set period and ratio in step S150to provide contrast values corresponding to actually measured high values and low values, respectively. In the meantime, as described above with reference toFIG.3, in the counting step, the number of times that the logic value of 1 according to the high value of the output PWM signal is detected and the number of times that the logic value of 0 according to the low value of the output PWM signal is detected are counted in step S220. Referring toFIG.4, in the counting step and the comparison step corresponding thereto, the count results of the high values and the low values are used as output values in step S310, and the count results of the high values and the low values are compared to the first comparison values in steps S320and S330. Describing this in detail, the number of times that the high value is detected among the output values is compared to the estimated number of high values among the first comparison values in step S320, and the number of times that the low value is detected among the output values is compared to the estimated number of low values among the first comparison values in step S330. When the comparison result shows agreement, the logic value of 1 is derived as a result value, or when the comparison result shows disagreement, the logic value of 0 is derived as a result value. In the meantime, in the present disclosure, the particular period does not have to be one period, and several periods may be set as one particular unit. Hereinafter, to help the understanding of the disclosure, a detailed description will be given with one period as an example. If the number of times that the logic value of 1 or 0 is detected during one period is 7 or 3 (7 is for the logic value of 1, and 3 is for the logic value of 0), the number of the logic values of 1 does not match the estimated number and a result value thereof is 0, and the number of the logic values of 0 does not match the estimated number and a result value thereof is 0, and thus a value “error” of 00 is output. If the number of times that the logic value of 1 or 0 is detected during one period is 6 or 3 (6 is for the logic value of 1, and 3 is for the logic value of 0), the number of the logic values of 1 matches the estimated number and a result value thereof is 1, and the number of the logic values of 0 does not match the estimated number and a result value thereof is 0, and thus a value “invalid” of 10 is output. If the number of times that the logic value of 1 or 0 is detected during one period is 7 or 4 (7 is for the logic value of 1, and 4 is for the logic value of 0), the number of the logic values of 1 does not match the estimated number and a result value thereof is 0, and the number of the logic values of 0 matches the estimated number and a result value thereof is 1, and thus a value “invalid” of 01 is output. If the number of times that the logic value of 1 or 0 is detected during one period is 6 or 4 (6 is for the logic value of 1, and 4 is for the logic value of 0), the number of the logic values of 1 matches the estimated number and a result value thereof is 1, and the number of the logic values of 0 matches the estimated number and a result value thereof is 1, and thus a value “valid” of 11 is output. Through this process, in the counting step and the comparison step corresponding thereto, the number of high values and the number of low values are detected during a particular period of the PWM signal, and the numbers are compared to the contrast values respectively corresponding to the high values and the low value during the particular period to output logic values, thereby categorizing diagnosis results. By categorizing the diagnosis results as described above, this may be used as information for counting the number of times that an error has occurred during the total time, and ultimately, may be used as a method of reducing an RPN value according to an FMEA method. FIG.2is a flowchart showing a process of generating a preset PWM signal in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.5is a flowchart showing a first derivation process of a diagnosis result according to an integrating step and a comparison step corresponding thereto in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIGS.2and5, the second comparison values according to the present disclosure are provided in advance as contrast values corresponding to a high value and a low value, respectively, and in the comparison step, the second comparison values may be compared with integration results of the high values and the low values. In general, a PWM signal has high values and low values that are repeatedly generated with a particular ratio during a particular period with a duty ratio change method. The high values and low values of the PWM signal are expressed in the form of a continuous function overtime. Therefore, high values and low values detected during a particular period are integrated, so that actual values of a high value area and a low value area belonging to the particular period may be calculated within a minimum error range. For example, assuming that a PWM signal is transmitted with a high value:low value ratio of 6:4 during one period, the second comparison values are 6 and 4, wherein 6 is an estimation value for the high values (the contrast value corresponding to the high values) and 4 is an estimation value for the low values (the contrast value corresponding to the low values). Therefore, when a period and a ratio of the PWM signal are preset to particular values, the estimation value for high values and the estimation value for low values are stored as second comparison values every particular period of the PWM signal generated/changed with the set period and ratio in step S150to provide contrast values corresponding to actually measured high values and low values, respectively. In the meantime, as described above with reference toFIG.3, in the integrating step according to the present disclosure, a high value area and a low value area belonging to a particular period of the PWM signal may be separately integrated in step S230. Referring toFIG.5, in the integrating step and the comparison step corresponding thereto, the integration results of the high values and the low values are used as output values in step S410, the estimation values for the high values and the low values are used as second comparison values every particular period in step S420, and the integration results of the high values and the low values are compared to the second comparison values in steps S430and S440. Describing this in detail, the integral value of the high values among the output values is compared to the estimation value for the high values among the second comparison values in step S430, and the integral value of the low values among the output values is compared to the estimation value for the low values among the second comparison values in step S440. When the comparison result shows agreement, the logic value of 1 is derived as a result value, or when the comparison result shows disagreement, the logic value of 0 is derived as a result value. In the meantime, a count result in the counting step is the number of detections and is thus necessarily expressed as an integer, but an actual value (estimation value) in the integrating step is not necessarily an integer. Therefore, even though an actual value does not match a predetermined estimation value, when the actual value is in a particular error range, a result value of 1 is output, or when the actual value is out of the particular error range, a result value of 0 is output. Hereinafter, to help the understanding of the disclosure, a description is given expressing an actual value as an integer, and this statement should not be construed as limiting the contents of the present disclosure. In addition, in the present disclosure, the particular period does not have to be one period, and several periods may be set as one particular unit. Hereinafter, to help the understanding of the disclosure, a description will be given with one period as an example. If an actual value calculated within a minimum error range during one period is 7:3 (7 is for the high values, and 3 is for the low values), the actual value for the high values does not match the estimation value and a result value thereof is 0, and the actual value for the low values does not match the estimation value and a result value thereof is 0, and thus a value “error” of 00 is output. If an actual value calculated within a minimum error range during one period is 6:3 (6 is for the high values, and 3 is for the low values), the actual value for the high values matches the estimation value and a result value thereof is 1, and the actual value for the low values does not match the estimation value and a result value thereof is 0, and thus a value “invalid” of 10 is output. If an actual value calculated within a minimum error range during one period is 7:4 (7 is for the high values, and 4 is for the low values), the actual value for the high values does not match the estimation value and a result value thereof is 0, and the actual value for the low values matches the estimation value and a result value thereof is 1, and thus a value “invalid” of 01 is output. If an actual value calculated within a minimum error range during one period is 6:4 (6 is for the high values, and 4 is for the low values), the actual value for the high values matches the estimation value and a result value thereof is 1, and the actual value for the low values matches the estimation value and a result value thereof is 1, and thus a value “valid” of 11 is output. Through this process, in the integrating step and the comparison step corresponding thereto, integral values of high values and low values are detected during a particular period of the PWM signal, and the integral values are compared to the contrast values respectively corresponding to the high values and the low values during the particular period to output logic values, thereby categorizing diagnosis results. By categorizing the diagnosis results as described above, this may be used as information for detecting which of a high value and a low value has an error, and ultimately, may be used as a method of reducing an RPN value according to an FMEA method. FIG.3is a flowchart showing a counting step and an integrating step in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.6is a flowchart showing a second derivation process of a diagnosis result according to an integrating step and a comparison step corresponding thereto in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. As described above with reference toFIG.3, in the integrating step according to the present disclosure, a high value area and a low value area belonging to a particular period of the PWM signal are separately integrated in step S230, respective integral values are stored as output values in step S231, the respective integral values are added in step S232, and the sum value is stored as another output value in step S233. This process is repeated every particular period, so that the sum value of the integral values of the high values and the low values is stored as an output value every particular period during a preset total period. In addition, the entire PWM signal corresponding to a particular period of the PWM signal is integrated in step S240, and an integral value is stored as a second comparison value in step S241, so that a comparison value corresponding to a sum value of integral values of high values and low values belonging to a particular period is generated and stored. Referring toFIG.6, in the integrating step and the comparison step corresponding thereto according to the present disclosure, the sum value of the integral values of the high values and the low values is used as an output value in step S510, the integral value of the entire PWM signal corresponding to a particular period is used as a second comparison value in step S520, and the sum value of the integral values of the high values and the low values is compared to the second comparison value in steps S530and S540. Describing this in detail, the degree of similarity between the second comparison value and the sum value of the integral values of the high values and the low values is determined, and according to a determination result, diagnosis results are derived in steps S530and S540. That is, unlike the first derivation process described above, in the case of the second derivation process of a diagnosis result according to the integrating step and the comparison step corresponding thereto in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure, a threshold value for the degree of similarity may be determined to apply a determination value according to an error range. As a method of obtaining the degree of similarity, Correlation function, Euclidean distance, Manhattan distance, and other general mathematical techniques may be used. Hereinafter, error range determination using the degree of similarity will be described in detail with an example. The result of adding integral values of a high value area and a low value area belonging to one period is compared to the second comparison value, and when the degree of similarity is equal to or greater than 95% (the degree of similarity between the sum value and the integral value a % inFIG.6), a value “valid” is output. The result of adding the integral values of the high value area and the low value area belonging to one period is compared to the second comparison value, and when the degree of similarity is equal to or greater than 90% and less than 95% (a %>the degree of similarity between the sum value and the integral value b % inFIG.6), a value “invalid” is output. The result of adding the integral values of the high value area and the low value area belonging to one period is compared to the second comparison value, and when the degree of similarity is less than 90%, a value “error” is output. Through this process, in the integrating step and the comparison step corresponding thereto, integral values of high values and low values during a particular period of the PWM signal are detected, and a result of adding the integral values is compared to the integral value of the entire PWM signal corresponding to a particular period to output logic values, thereby categorizing diagnosis results. By categorizing the diagnosis results as described above, an error that may occur every particular period is detected and the point in time at which an error occurs during a particular period is recognized, and ultimately, may be used as a method of reducing an RPN value according to an FMEA method. In the meantime, a % and b % shown inFIG.6are values that may vary according to a desired level. In this example, setting a % to 95% and b % to 90% is only used to help the understanding of the disclosure, and is not limited to these figures. FIG.3is a flowchart showing a counting step and an integrating step in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.7is a flowchart showing a third derivation process of a diagnosis result according to an integrating step and a comparison step corresponding thereto in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. As described above with reference toFIG.3, in the integrating step according to the present disclosure, a high value area and a low value area belonging to a particular period of the PWM signal are separately integrated in step S230, respective integral values are stored as output values in step S231, the respective integral values are added in step S232, and the sum value is stored as another output value in step S233. This process is repeated every particular period, so that the sum value of the integral values of the high values and the low values is stored as an output value every particular period during a preset total period. Further, sum values derived for the respective particular periods through this process are added to generate a sum value of the integral values of the high values and the low values belonging to a total period in step S234, and the generated sum value is stored as another output value in step S235. In addition, the entire PWM signal corresponding to a particular period of the PWM signal is integrated in step S240, and an integral value is stored as a second comparison value in step S241, so that a comparison value corresponding to a sum value of integral values of high values and low values belonging to a particular period is generated and stored. Further, the integral values derived for the respective particular periods through this process are added to generate an integral value of the entire PWM signal corresponding to the total period in step S242, and the generated integral value is stored as another second comparison value in step S243. Referring toFIG.7, in the integrating step and the comparison step corresponding thereto according to the present disclosure, the sum value of the integral values of the high values and the low values belonging to the total period is used as an output value in the step S610. The integral value of the entire PWM signal corresponding to the total period is used as a second comparison value in the step S620. The sum value of the integral values of the high values and the low values during the total period is compared to the second comparison value in steps S630and S640. Describing this in detail, the degree of similarity between the second comparison value and the sum value of the integral values of the high values and the low values during the total period is determined, and according to a determination result, diagnosis results are derived in steps S630and S640. In this case, similarly to the second derivation process described above, a threshold value for the degree of similarity may be determined to apply a determination value according to an error range. As a method of obtaining the degree of similarity, Correlation function, Euclidean distance, Manhattan distance, and other general mathematical techniques may be used. The sum of the integral values of the high values and the low values during the total period is compared to the second comparison value, and when the degree of similarity is equal to or greater than 95% (the degree of similarity between the sum value and the integral value a % inFIG.7), a value “valid” is output. The sum of the integral values of the high values and the low values during the total period is compared to the second comparison value, and when the degree of similarity is equal to or greater than 90% and less than 95% (a %>the degree of similarity between the sum value and the integral value b % inFIG.7), a value “invalid” is output. The sum of the integral values of the high values and the low values during the total period is compared to the second comparison value, and when the degree of similarity is less than 90%, a value “error” is output. Through this process, in the integrating step and the comparison step corresponding thereto, integral values of high values and low values during the total period of the PWM signal are detected, and a result of adding the integral values is compared to the integral value of the entire PWM signal corresponding to the total period to output logic values, thereby categorizing diagnosis results. By categorizing the diagnosis results as described above, an error that is not detected for a particular period is detected, thus improving the reliability of the consistency of the signal. In addition, the section at which an error has occurred during the total period is determined, and ultimately, may be used as a method of reducing an RPN value according to an FMEA method. In the meantime, a % and b % shown inFIG.7are values that may vary according to a desired level. In this example, setting a % to 95% and b % to 90% is only used to help the understanding of the disclosure, and is not limited to these figures. FIG.8is a flowchart showing a detecting step in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIG.8, in the detecting step in the method of detecting normality of the PWM signal according to the present disclosure, separately derived diagnosis results are individually counted, and when each of the count values is equal to greater than a preset count value, it is determined whether a signal transmission system has failed. As described above with reference toFIGS.4to7, the four different self-test logics of the present disclosure output three diagnosis results “valid”, “invalid”, and “error” in step S710. Herein, the result values recognized as errors in the PWM signal are values “invalid” and “error” excluding a value “valid”. That is, classification into two types of result values is made for each one test logic, and categorization into a total of eight types of failure mode information is made. By using the failure mode information categorized as described above, it is determined whether a safety goal is attained and normal operation is achieved. Further, warning references for new and unexpected risks may be established. In addition, among the values of the output diagnosis results in step S710, the values “invalid” and “error” meaningful as error detection items are recorded in the memory, so that a database (DB) according to each failure mode is created and accumulates. Referring toFIG.8, each time the same diagnosis results are generated, a count value of a recorded result value is increased in step S720. When the increased count value is equal to or greater than a preset particular threshold value in step S730, a failure mode based on the corresponding error information is determined in step S740. By setting a limit on the number of repetitions of the count through a threshold value, infinitely repeated generation or infinite accumulation of the DB is prevented. By storing the determined failure mode information as detection information in step S760, further use of the detection information may be planned, such as being used as a method of reducing an RPN value according to an FMEA method. In the meantime, among the diagnosis results, a value “valid” not recognized as an error in the PWM signal does not increase the count value even though the same diagnosis results are generated, and is used as normality information indicating that the PWM signal is transmitted normally in step S750. The normality information and the failure mode information are stored as detection information in step S760, and may be used as information for determining the consistency of the PWM signal. FIG.2is a flowchart showing a process of generating a preset PWM signal in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.9is a flowchart showing transmission of detection information to another component controller of a vehicle in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.10is a structural diagram showing a system including a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIGS.2and10, the method of detecting normality of a PWM signal according to the present disclosure generates a PWM signal with a particular ratio and a particular period to a vehicle component controller20in step S120from the point in time at which the vehicle is started in step S110. The generated PWM signal is used as a reference value for comparison with an actual value, wherein varied actual values may be measured due to unexpected vibration or shock during the driving of a vehicle. That is, provided are reference values for detecting an error that may occur anytime in a general driving process during the driving of a vehicle. As described above with reference toFIG.7, error information detected through reference values are categorized to determine whether the signal transmission system has failed. Further, referring toFIG.9, in the method of detecting normality of the PWM signal according to the present disclosure, an in-vehicle warning light may be turned on according to a result of the detecting step. When it is determined that the signal transmission system has failed, the in-vehicle warning light is turned on in step S810, so that the user of the vehicle is informed of a risk and provided with a sufficient margin for safety. In the meantime, the same steps are performed even when a collision occurs to a vehicle, so that whether the signal transmission system has failed is diagnosed. However, there is a difference in that when a collision occurs to a vehicle, the warning light is always turned on on the basis of the information received from a shock detection sensor14regardless of determination of whether a failure has occurred by the method of detecting normality of the PWM signal according to the present disclosure. In this case, even when it is determined whether a failure has occurred by the method of detecting normality of the PWM signal according to the present disclosure and the warning light is thus turned on in step S810, the warning light has already been turned on on the basis of the information received from the shock detection sensor14. Therefore, the lighting state of the warning light may not change. Therefore, assuming the occurrence of a collision of the vehicle, an additional safety means may be secured to give an emergency alarm supplementally in case a receiver receiving information from the shock detection sensor14has a problem and the lighting of the warning light is abnormal. FIG.2is a flowchart showing a process of generating a preset PWM signal in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.10is a structural diagram showing a system10including a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIG.10, an airbag controller11of the method of detecting normality of a PWM signal according to the present disclosure may include a PWM signal generator12for generating a preset PWM signal when the vehicle is started. Referring toFIGS.2and10, the method of detecting normality of a PWM signal according to the present disclosure generates a PWM signal with a particular ratio and a particular period through the PWM signal generator12to a vehicle component controller20in step S120from the point in time at which the vehicle is started in step S110. The generated PWM signal is used as a reference value for comparison with an actual value, wherein varied actual values may be measured due to unexpected vibration or shock during the driving of a vehicle. That is, the signal is used as contrast values (first comparison values or second comparison values) for high values and low values among actual values, and will be described below with a specific example. In the meantime, in the present disclosure, the particular period does not have to be one period, and several periods may be set as one particular unit. Hereinafter, to help the understanding of the disclosure, a detailed description will be given with one period as an example. In general, a PWM signal has high values and low values that are repeatedly generated with a particular ratio during a particular period with a duty ratio change method. Herein, duty values (logic values according to a high value and a low value) may be values equal to or greater than 0 and equal to or less than 1 when the maximum value of a reference wave is 1. That is, a logic value according to a high value is 1, and a logic value according to a low value is 0. First, the case in which the generated PWM signal is used as first comparison values will be described. For example, assuming a high value of 60, a low value of 40, and a frequency of 100 Hz, in general, one period of a signal is 10 ms and transmission is performed with a ratio of 6:4. Therefore, in this case, among actual values, the contrast value corresponding to the high value is 6 that is the estimated number of times that the logic value of 1 according to the high value is detected, and the contrast value corresponding to the low value is 4 that is the estimated number of times that the logic value of 0 according to the low value is detected. Next, the case in which the generated PWM signal is used as second comparison values will be described. Similarly, assuming that a PWM signal is transmitted with a high value:low value ratio of 6:4 during one period, contrast values corresponding to integral values of a high value area and a low value area belonging to a particular period are 6 and 4, wherein 6 is an estimation value for the high values (the contrast value corresponding to the high values) and 4 is an estimation value for the low values (the contrast value corresponding to the low values). By providing reference values for comparison with measured actual values as described above, an error may be detected that may occur any time in a general driving process during the driving of a vehicle. Further, a DB may be created with information on the failure modes and may accumulate. That is, unlike a CAN communication13, in the PWM method having no technique related to a consistency determination method, the prevent disclosure may be used as a consistency determination method. In the meantime, referring toFIGS.2and10, the airbag controller11of the method of detecting normality of a PWM signal according to the present disclosure includes the PWM signal generator12for generating a preset PWM signal when the vehicle is started. When a collision occurs to the vehicle in step S130, the PWM signal generator12may change the preset PWM signal to generate values different from those before the occurrence of the collision to the vehicle in step S140. Specifically, when a collision occurs to the vehicle in step S130, the shock detection sensor14of the vehicle transmits shock detection information (C/O, crash output) to the airbag controller11. As soon as the C/O information is received, the PWM signal generator12of the airbag controller11changes the high values and the low values of the predetermined PWM signal to generate values different from those before the occurrence of the collision in step S140. Through this process, with respect to the point in time at which a collision occurs to a vehicle, the high values and the low value of the predetermined PWM signal are changed to values different from those before the occurrence of the collision, so that the point in time at which the collision occurs is recognized to distinguish between before and after the occurrence of the collision. In the meantime, in the present disclosure, the particular period does not have to be one period, and several periods may be set as one particular unit. Hereinafter, to help the understanding of the disclosure, a detailed description will be given with one period as an example. For example, assuming that a PWM signal is transmitted with a high value:low value ratio of 6:4 during one period, when a collision occurs to the vehicle, the high value:low value ratio of the PWM signal during one period may be inverted into a ratio of 4:6 for transmission. In this case, the first comparison values respectively corresponding to the high values and the low values are 4 and 6, wherein 4 is the estimated number of the logic values of 1 according to the high value (the contrast value corresponding to the high values) and 6 is the estimated number of the logic values of 0 according to the low value (the contrast value corresponding to the low values). In addition, the second comparison values respectively corresponding to the high values and the low values are 4 and 6, wherein 4 is an estimation value for the high values (the contrast value corresponding to the high values) and 6 is an estimation value for the low values (the contrast value corresponding to the low values). In the meantime, inverting the PWM signal as described above is only for helping the understanding of the disclosure, and limitation to inverting an existing PWM signal is not imposed. Various ratios (for example, the high value:low value ratio may be changed from 6:4 to 8:2 or 3:7) capable of distinguishing between the PWM signal before the occurrence of a collision and the PWM signal after the occurrence of a collision may be used. FIG.9is a flowchart showing transmission of detection information to another component controller of a vehicle in a method of detecting normality of a PWM signal according to an embodiment of the present disclosure.FIG.10is a structural diagram showing a system10including a method of detecting normality of a PWM signal according to an embodiment of the present disclosure. Referring toFIGS.9and10, after the step of detecting whether the PWM signal is normal, the present disclosure may include transmitting diagnosis results from the airbag controller11to the vehicle component controller20in step S820. The three diagnosis results “valid”, “invalid”, and “error” determined by the airbag controller11are stored as detection information and the detection information is transmitted to the vehicle component controller20in step S820. The vehicle component controller20may use the received diagnosis results as information for a safety analysis. Herein, the detection information may be directly transmitted to the vehicle component controller20, or may be transmitted through a BUS structure30capable of communicating with a plurality of vehicle component controllers20. In the meantime, as an example in which diagnosis results are used as information for a safety analysis, a case of being used as information of a method of satisfying the level of the international safety standard requirements (ASIL) in the automobile field will be described. In general, the ASIL is divided into four levels of categories, and each level may be lowered through the separation of two individual elements that perform the same function, such as “improvement in detection possibility” and “execution of countermeasures”. Accordingly, the method of detecting normality of the PWM signal according to the present disclosure may contribute to “improvement in detection possibility” by detecting an error in the PWM signal and classifying detected information as a failure mode. Further, comparison is performed on the application results of an alive counter and CRC that are generally applied and perform the same function in the consistency determination by the CAN communication13, thus satisfying the final ASIL level. For reference, determination of whether the specific ASIL level is satisfied is based on information that the present disclosure provides in the industry field of “execution of countermeasures”. In the meantime, after the step of detecting whether the PWM signal is normal, the present disclosure may include: comparing the diagnosis results with a consistency determination result of the CAN communication13to finally determine whether the vehicle satisfies the safety requirements; and transmitting a determination result from the airbag controller11to the vehicle component controller20. Unlike the embodiment above, the airbag controller11may compare the diagnosis results with a consistency determination result of the CAN communication13to finally determine whether the vehicle satisfies the safety requirements, and the airbag controller11may transmit a determination result to the vehicle component controller20. That is, depending on a situation, the airbag controller11may use the three diagnosis results “valid”, “invalid”, and “error” first as information for a safety analysis, and may transmit the result information to the vehicle component controller20. According to the method of detecting normality of the PWM signal according to the present disclosure, an error in a pulse-width modulation (PWM) signal is detected using four different self-test logics, and information obtained by categorizing results of detection into failure modes is transmitted to a different component controller of a vehicle, so that the consistency of the PWM signal is determined, a signal safety means is secured, and further, safety standard requirements of the automobile field are satisfied. Although a particular embodiment of the present disclosure has been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible, without departing from the technical idea of the disclosure as disclosed in the accompanying claims. | 58,643 |
11858444 | DESCRIPTION OF EMBODIMENTS Below, an occupant protection device according to embodiment of the present disclosure will be described with reference to the drawings. Note that each of the configurations, combinations thereof, and the like in each embodiment is an example, and additions, omissions, substitutions, and other changes of the configuration may be made as appropriate without departing from the spirit of the present invention. The embodiment is not given for the purpose of limiting the present invention, and the present invention is limited only by the scope of claims. First Embodiment An occupant protection device according to a first embodiment will be described. The occupant protection device is mounted to a vehicle for a purpose of protecting an occupant boarding on the vehicle such as an automobile. Note that, in the following description, a front side of a vehicle with respect to the occupant is relatively referred to as “front,” “front side,” or “frontward.”; a rear side of the vehicle is relatively referred to as “rear,” “rear side,” or “rearward.”; a left side as viewed from the rear side to the front side is relatively referred to as “left,” “left side,” or “leftward.”; and a right side as viewed from the rear side to the front side is relatively referred to as “right,” “right side,” or “rightward.” FIG.1Ais a diagram schematically illustrating a state of an occupant protection device1as viewed from above a vehicle.FIG.1Bis a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of the vehicle. InFIGS.1A and1B, an occupant200boards on the vehicle in a state of sitting on a seat201provided within the vehicle. Note that the seat201is disposed within the vehicle in a manner such that the sitting occupant200faces frontward of the vehicle. In addition, the seat201includes a seatbelt202configured to restrain a hypogastric region of the occupant200. The occupant200has one's hypogastium restrained by the seatbelt202with respect to the seat201. Note that the seatbelt202may be configured to not only restrain the hypogastric region of the occupant but also restrain the upper body of the occupant. As illustrated inFIG.1A, the occupant protection device1includes a base portion2fixed to the vehicle. The base portion2is fixed to a structure (for example, a body or frame) that constitutes the vehicle. In a case of the present embodiment, the base portion2is fixed to a ceiling portion of the body of the vehicle, and includes a left side base2aand a right side base2bthat form a pair and extend in a front and rear direction of the vehicle. The left side base2aand the right side base2bare disposed in a manner such that they are opposite each other with a space (approximately 40 cm) of approximately the shoulder width of a typical adult being given between the left side base2aand the right side base2b. Furthermore, the occupant protection device1includes an operation portion3. The operation portion3is provided to suppress movement of the occupant200when inertial force acts. The operation portion3is connected to the base portion2through a slide portion4aattached to the left side base2ain a slidable manner, and also through a slide portion4battached to the right side base2bin a slidable manner. The slide portion4ais guided with a guiding groove (not illustrated) provided at the left side base2a, and can slide in a frontward direction along the left side base2afrom a state illustrated inFIGS.1A and1B. In a similar manner, the slide portion4bis guided with a guiding groove (not illustrated) provided at the right side base2b, and can slide in a frontward direction along the right side base2bfrom the state illustrated inFIGS.1A and1B. Note that a stopper (not illustrated) is provided at the guiding groove of each of the left side base2aand the right side base2bsuch that the slide portion4aor4bdoes not slide beyond the rear end portion of each of the left side base2aand the right side base2b. The slide portions4aand4bare each urged rearward using an elastic member or the like in a manner such that, before the occupant protection device1is activated, each rear end portion thereof is at rest at a position that aligns with the rear end of each of the left side base2aand the right side base2b. The operation portion3is connected to the slide portions4aand4bthrough a hinge5, and can move in a rotational manner with the hinge5being the center. In a state illustrated inFIGS.1A and1B, the operation portion3is disposed at a first position serving as an initial position. The first position is a position where the operation portion3is stored before the occupant protection device1is activated. The operation portion3includes a front-side end portion fixed to the slide portion4a,4busing a fastening fixture (not illustrated), and is fixed at the first position in a state before activation such that the operation portion3does not move in a rotational manner to a second position due to the gravity (see, for example,FIGS.2A and2B). At the time of activation, the occupant protection device1uses, for example, a solenoid or the like, to move the fastening fixture used to fix the operation portion3at the first position to put the fastening fixture off the operation portion3, which enables the operation portion3to move to the second position. In addition, the operation portion3can move back and forth between the first position and the second position used to suppress movement of the occupant200when inertial force acts on the occupant200. Furthermore, the operation portion3moves from the first position to the second position and then returns to the first position. Thus, the operation portion3can repeatedly move from the first position to the second position. With the present embodiment, the operation portion3is connected to the base portion2in a manner that the operation portion3can move back and forth between the first position and the second position. In addition, as illustrated inFIG.1B, the operation portion3includes a catching portion3aconfigured to catch the occupant200when inertial force acts on the occupant200, and also includes a frame portion3bconfigured to connect the catching portion3ato the slide portions4aand4b. The catching portion3ais comprised of an elastic member, and catches a portion (the head in the present embodiment) of a body of the occupant. The elastic member used for the catching portion3aincludes, for example, a net, a cloth, resin, or the like. Note that resin that plastically deforms may be used for the catching portion3a. The catching portion3ais attached to the frame portion3bdisposed at each of left and right end sides of the catching portion3a. The frame portion3bon the left side is connected to the slide portion4athrough the hinge5on the left side. The frame portion3bon the right side (not illustrated) is connected to the slide portion4bthrough the hinge5on the right side. The occupant protection device1further includes a damper device6(one example of the buffering means) configured to buffer a collision impact on the occupant200against the operation portion3when the operation portion3moves to the second position. The damper device6is fixed to each of the left side base2aand the right side base2bon more of a front side than the slide portions4aand4b, and absorbs kinetic energy when the slide portions4aand4bslide frontward. Note that the damper device6may be disposed in a manner such that the damper device6exists between the slide portion4a,4band each of the left side base2aand the right side base2b. The damper device6absorbs the kinetic energy of the occupant200which causes the operation portion3and the slide portions4aand4bto slide frontward due to inertial force acting on the occupant200, when the occupant200collides against the operation portion3. This reduces reaction force associated with the inertial force acting on the occupant200when the operation portion3catches a portion of the body of the occupant200. Note that it is only necessary that the buffering means can reduce the reaction force by absorbing the kinetic energy, and an elastic member such as a spring may be used. FIGS.2A and2Bare schematic diagrams illustrating a state where the operation portion3moves to the second position.FIG.2Ais a diagram schematically illustrating a state of the occupant protection device1as viewed from above the vehicle.FIG.2Bis a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of the vehicle. In a case of detecting a signal indicating that the vehicle suddenly decelerates or inertial force acts on the occupant200and causes the occupant200to move, the occupant protection device1performs movement control that causes the operation portion3to move from the first position to the second position. Details of this movement control will be described later. Note that an arrow ar inFIG.2Bindicates that the operation portion3moves in a rotational manner from the first position to the second position with the hinge5being the center. In the state illustrated inFIGS.2A and2B, the operation portion3is disposed at the second position used to suppress movement of the occupant200when inertial force acts on the occupant200. In the present embodiment, at the second position, a predetermined space is provided between the catching portion3aof the operation portion3and the occupant200sitting at the seat201. Note that the second position may be a position where the catching portion3aand the occupant200sitting at the seat201are in contact with each other. Furthermore, as illustrated inFIG.2B, the occupant protection device1may include a supporting bar7configured to support the operation portion3that has moved to the second position. The occupant protection device1includes the supporting bar7configured to connect the frame portion3bon the left side of the operation portion3and the slide portion4a, and also includes a supporting bar (not illustrated) configured to connect the frame portion on the right side of the operation portion3and the slide portion4b. FIGS.3A and3Billustrate a state where inertial force F1(not illustrated inFIG.3B) acts on the occupant200.FIG.3Ais a diagram schematically illustrating a state of the occupant protection device1as viewed from above the vehicle.FIG.3Bis a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of the vehicle. InFIGS.3A and3B, the catching portion3aof the operation portion3catches the head of the occupant200. The occupant protection device1according to the present embodiment moves the operation portion3to the second position when the inertial force F1acts on the occupant200, making it possible to suppress movement of the occupant200. In addition, the inertial force F1acts on the occupant200, which leads to collision of the occupant200against the catching portion3ato cause the operation portion3and the slide portion4aand4bto slide frontward. The damper device6absorbs kinetic energy of the occupant200when the catching portion3acatches the head of the occupant200, thus reducing reaction force associated with the inertial force F1acting on the occupant200. This enables the occupant protection device1according to the present embodiment to protect the occupant. Next, the movement control of the operation portion3with the occupant protection device1described above will be described with reference toFIGS.4and5.FIG.4is a block diagram illustrating the occupant protection device1. In the present embodiment, four seats201described above are disposed in a vehicle100having the occupant protection devices1mounted therein. Each of the occupant protection devices1is disposed for each of the seats201. InFIG.4, four of the occupant protection devices1are illustrated, and functional portions of one of the occupant protection devices1are illustrated as representatives. The occupant protection device1includes a control unit10. The control unit10is comprised, for example, of a microcomputer, and performs each process by causing a central processing unit (CPU) (not illustrated) to execute a program stored in a storage means (for example, a read only memory (ROM), and is not illustrated). Furthermore, inFIG.4, a sensor101, a position information acquiring unit102, a traveling control unit103, and a traveling drive unit104, each of which is mounted at the vehicle100, are also illustrated. First, these configurations associated with the vehicle100will be described. The vehicle100can perform self-driving for traveling on the road in an appropriate manner as autonomous traveling while sensing its periphery. Note that the vehicle100can be also manually driven by a passenger. The sensor101is a means of performing sensing of the periphery of the vehicle100to acquire information necessary for autonomous traveling of the vehicle100, and is typically configured to include a stereo camera, laser scanner. LIDAR, radar, or the like. The information acquired through the sensor101is transmitted to the traveling control unit103, and is used by the traveling control unit103for recognition of obstacles, pedestrians, and traveling lanes present at the periphery of the vehicle100. In the present embodiment, the sensor101may include a visible-light camera or infrared light camera for monitoring. In addition, the position information acquiring unit102is a means of acquiring the current position of the vehicle100, and is typically configured to include a GPS receiver or the like. The information acquired through the position information acquiring unit102is also transmitted to the traveling control unit103, and for example, is used for predetermined processing, such as calculation of a route for the vehicle100to reach the destination using the current position of the vehicle100, calculation of the required time necessary to reach the destination, and the like. The traveling control unit103is a computer configured to control the vehicle100on the basis of information acquired from the sensor101and the position information acquiring unit102. The traveling control unit103is configured, for example, by a microcomputer, and functions for performing the various processes described above are realized by causing a central processing unit (CPU) (not illustrated) to execute a program stored in a storage means (read only memory (ROM) or the like (not illustrated)). Specific examples of various processes by the traveling control unit103include, for example: a generation process of the travel plan of the vehicle100, a detection process of the predetermined data of the periphery of the vehicle100necessary for autonomous traveling based on the data acquired through the sensor101; and a generation process of control command for controlling autonomous travel on the basis of the travel plan, the predetermined data, and the position information on the vehicle100acquired through the position information acquiring unit102. The generation process of the travel plan is a process for determining a travel path for reaching a destination from the departure place. Furthermore, the detection process of the predetermined data is, for example, a process for detecting the number and position of lanes, the number and position of other vehicles present in the periphery of the vehicle100, the number and position of obstructions present in the periphery of the vehicle100(for example, pedestrians, bicycles, structures, buildings, and the like), the structure of the road, the road sign, and the like. In addition, the control command described above is transmitted to the traveling drive unit104, which will be described later. A known method can be used for a method for generating a control command for autonomous traveling of the vehicle100. The traveling drive unit104is a means of causing the vehicle100to travel on the basis of the control command generated by the traveling control unit103. The traveling drive unit104is configured, for example, to include a motor, an engine, an inverter, a brake, a steering mechanism, and the like for driving wheels, and autonomous traveling of the vehicle100is achieved by causing the motor, the brake, or the like to drive in accordance with a control command. Next, details of the movement control will be described with reference toFIG.5.FIG.5is a flowchart concerning processes performed by the control unit10. Note that this process is repeatedly performed at predetermined intervals by the control unit10. First, in S101, the control unit10acquires various types of information. Various types of information are transmitted from the traveling control unit103. Next, in S102, the control unit10determines whether or not the movement control is necessary. Upon determination that various types of information acquired in S101contain information indicating that the vehicle100suddenly decelerates, the control unit10determines that the movement control is necessary. Upon determining in S102that the movement control is necessary, the control unit10performs a process of S103. In S103, the control unit10performs the movement control. For example, the control unit10controls a drive unit configured to drive the operation portion3, the drive unit including a solenoid, a motor, a hydraulic device, a gas generator, or the like, thus performing the movement control. Note that it may be possible to employ a configuration in which the occupant protection device1does not include such a drive unit, and performs a movement control in which the operation portion3is urged from the slide portions4aand4btoward the bottom side using a compression coil spring or the like, and the control unit10causes a fastening fixture used to fasten the operation portion3to the slide portions4aand4bto move using a solenoid or the like to detach the fastening fixture from the operation portion3, whereby the operation portion3is moved to the second position. Upon sensing a rapid deceleration, the occupant protection device1according to the present embodiment causes the operation portion3to move to the second position. With the occupant protection device1, the operation portion3can suppress movement of the occupant200at the second position when the inertial force F1acts on the occupant200. This enables the occupant protection device1to prevent the occupant200from colliding against a structure within the vehicle100, making it possible to protect the occupant. In addition, with the occupant protection device1, the damper device6absorbs kinetic energy of the occupant200when the operation portion3suppresses movement of the occupant200, thus reducing reaction force associated with the inertial force F1acting on the occupant200. This enables the occupant protection device1to more reliably protect the occupant200caught by the operation portion3while buffering the impact on the occupant. Incidentally, an airbag device, which is typically used as a device for protecting an occupant, needs to be replaced once an airbag is inflated, and cannot be used continuously. Thus, the airbag device also needs to be replaced even in a case where the collision impact on a vehicle is relatively small and the vehicle can travel again once the vehicle is repaired. On the contrary, in a case of the occupant protection device1according to the present embodiment, the operation portion3can move back and forth between the first position and the second position. Thus, after the operation portion3has moved to the second position, the operation portion3can be returned to the first position, which allows repetitive use. This eliminates the need of replacing the occupant protection device1according to the present embodiment even after activation. <Variation 1-1> Next, a variation 1-1 of the movement control according to the present embodiment will be described. The present variation is characterized in that, in a case of determination that the vehicle100is expected to collide against an obstruction based on environment information on the vehicle100detected by the sensor101, the control unit10performs the movement control before collision with the obstruction. The movement control according to the present variation will be described with reference toFIG.5. In a case where each information acquired in S101contains information indicating that it is determined that the vehicle100is expected to collide against the obstruction on the basis of environment information on the vehicle100detected by the sensor101, the control unit10makes a positive determination in S102, and in S103, performs the movement control. The environment information is information related to a collision between the vehicle100and an obstruction present at the periphery thereof, and examples thereof include, for example, information related to traveling and steering of the vehicle100, relative positional information on the obstruction with respect to the vehicle100, relative velocity information, information related to the distance between the vehicle100and the obstruction, and the like. For example, it can be predicted that the possibility of a collision is higher as the time to collision, which is calculated on the basis of the velocity and the separation distance of the vehicle100, is shorter. In the present variation, the traveling control unit103determines a collision prediction on the basis of velocity information on the vehicle100serving as environment information detected by the sensor101, the distance between the obstruction and the vehicle100, or the like. Note that this determination may be made by the control unit10. The occupant protection device1according to the present variation performs the movement control in a case where the vehicle100is expected to collide against an obstruction, that is, at a state before the collision happens. This enables the occupant protection device1to perform the movement control before the inertial force F1acts on the occupant200due to a collision of or sudden deceleration of the vehicle100, making it possible to move the operation portion3to the second position before the occupant200starts to move frontward. With this configuration, the occupant protection device1can use the operation portion3to suppress movement of the occupant200during a time when the initial velocity of the occupant200is relatively small, making it possible to cause reaction force that the occupant200receives from the operation portion3to be relatively small. Thus, it is possible to favorably protect the occupant200. For example, even if the collision can be avoided, it is possible to protect the occupant from hard braking of the vehicle by performing the movement control according to the present variation. After the activation, it is possible to repetitively use the occupant protection device1by returning the operation portion3to the first position. In addition, in a case where the occupant protection device1is activated to move the operation portion3to the second position before the vehicle100senses sudden deceleration, even if the collision of the vehicle100against an obstruction is avoided, the occupant protection device1can be repetitively used. Thus, unlike an airbag device, no replacement is necessary. Second Embodiment The occupant protection device1according to a second embodiment will be described.FIG.6is a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of a vehicle. The occupant protection device1according to the present embodiment is characterized in that a steering wheel13serves as the operation portion. In the present embodiment, a seat201is disposed at the driver's seat, and the occupant200is a driver of the vehicle. Note that the occupant protection device1according to the present embodiment also includes the control unit10illustrated inFIG.4, as in the first embodiment described above. As illustrated inFIG.6, the occupant protection device1includes a steering column11(serving as one example of the “base portion”) fixed to the vehicle. The steering column11is fixed to a frame serving as a structure that constitutes the vehicle. The steering column11extends in a manner such that the rearward side in the front-rear direction is higher, and includes a steering shaft12therein. The steering wheel13(serving as one example of the “operation portion”) is fixed at a rear-side end portion of the steering shaft12. The steering shaft12can slide within the steering column11. With the steering shaft12sliding, the steering wheel13can move back and forth between the first position and the second position. The steering wheel13suppresses movement of the occupant200when inertial force acts. In addition, the steering wheel13can move back and forth between the first position serving as the initial position and the second position used to suppress movement of the occupant200when inertial force acts on the occupant200. In a state illustrated inFIG.6, the steering wheel13is disposed at the first position. The occupant protection device1further includes the damper device6configured to buffer a collision impact on the occupant200against the steering wheel13when the steering wheel13moves to the second position. The damper device6is fixed at the front-side end portion of the steering column11. Furthermore, in the present embodiment, sensors14and15are provided at a side surface within the vehicle. The sensors14and15are disposed between a predetermined position of the occupant200and the steering wheel13at the first position with a predetermined space being given in the front-rear direction. Upon inertial force acting on the occupant200, the upper body of the occupant200inclines frontward. The sensors14and15detect this movement of the occupant200. FIG.7is a schematic diagram illustrating a state where the steering wheel13suppresses movement of the occupant200at the second position when the inertial force F1acts on the occupant200.FIG.7schematically illustrates a state of the occupant protection device1as viewed from the left side of the vehicle. In a case where a movement velocity of the occupant200toward the front direction, which is detected by the sensors14and15, is equal to or more than a predetermined value, the control unit10of the occupant protection device1acquires information indicating that inertial force acts on and causes the occupant200to move, thus determining that the movement control is necessary (YES in step S102inFIG.5). Then, the control unit10performs the movement control that causes the steering wheel to move to the second position. For example, the control unit10controls a drive unit configured to include a solenoid, a motor, a hydraulic device, or the like, thus sliding the steering shaft12to the rear direction (toward the occupant200side) to move the steering wheel13to the second position. With this configuration, the control unit10performs the movement control. Upon detecting that the inertial force F1acts on the occupant200and causes the occupant to move, the occupant protection device1according to the present embodiment moves the steering wheel13to the second position, making it possible to suppress the movement of the occupant200. In addition, the inertial force F1acts on the occupant200, and the occupant200collides against the steering wheel13, which makes the steering wheel13and the steering shaft12slide frontward. The damper device6absorbs kinetic energy occurring when the steering shaft12slides frontward. At the time of causing kinetic energy of the occupant200to act on the steering shaft12when the steering wheel13catches the head or chest of the occupant200, the damper device6adjusts resistance force thereof to reduce the reaction force. Note that the resistance force is resistance force acting on the steering shaft12when the steering shaft12slides. This enables the occupant protection device1according to the present embodiment to protect the occupant. In addition, the steering wheel13moves from the first position to the second position and then returns to the first position. Thus, the steering wheel13can repeatedly move from the first position to the second position. In the present embodiment, the steering shaft12is included in the steering column11in a manner such that the steering wheel13can move back and forth between the first position and the second position. Thus, the occupant protection device1according to the present embodiment can be repetitively used. <Variation 2-1> Next, a variation 2-1 of the movement control according to the present embodiment will be described with reference toFIG.8. In the present variation, a sensor16is disposed at a seat back of the seat201, as illustrated inFIG.8. Upon inertial force acting on the occupant200, the upper body of the occupant200inclines frontward. The sensor16detects this movement of the occupant200. In a case where movement of the occupant200in the front direction is detected by the sensor16, the control unit10of the occupant protection device1acquires information indicating that inertial force acts on and causes the occupant200to move, thus determining that the movement control is necessary (YES in step S102inFIG.5). Then, the control unit10performs the movement control that causes the steering wheel13to move to the second position. Upon detecting that inertial force acts on the occupant200and causes the occupant to move, the occupant protection device1according to the present variation moves the steering wheel13to the second position to suppress the movement of the occupant200, making it possible to protect the occupant200. <Variation 2-2> Next, a variation 2-2 of the movement control according to the present embodiment will be described with reference toFIG.9. In the present variation, a sensor17is disposed at the steering wheel13as illustrated inFIG.9. Upon inertial force acting on the occupant200, the upper body of the occupant200inclines frontward. The sensor17detects this movement of the occupant200. In a case where the distance between the occupant200and the steering wheel13is detected by the sensor17to suddenly reduce, the control unit10of the occupant protection device1acquires information indicating that inertial force acts on and causes the occupant200to move, thus determining that the movement control is necessary (YES in step S102inFIG.5). Then, the control unit10performs the movement control that causes the steering wheel13to move to the second position. Upon detecting that inertial force acts on the occupant200and causes the occupant to move, the occupant protection device1according to the present variation moves the steering wheel13to the second position to suppress the movement of the occupant200, making it possible to protect the occupant200. Note that, in the second embodiment 2 or the variations 2-1 and 2-2, the steering wheel13or a wheel spoke may have an impact absorbing function in order to buffer an impact on the occupant against the steering wheel13. Third Embodiment The occupant protection device1according to a third embodiment will be described.FIG.10is a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of the vehicle. The occupant protection device1according to the present embodiment includes an airbag18. Note that identical reference signs are attached to identical constituent elements to those of the occupant protection device1according to the second embodiment illustrated inFIGS.6and7, and explanation thereof will not be repeated. Note that the occupant protection device1according to the present embodiment also includes the control unit illustrated inFIG.4, as in the first embodiment described above. The steering wheel13of the occupant protection device1according to the present embodiment includes the airbag18attached at a position that faces the occupant200in a case of having moved to the second position. In addition, the occupant protection device1includes a gas generator19configured to supply gas to the airbag18. The control unit10of the occupant protection device1activates the gas generator to supply gas to the airbag18when the movement control of the steering wheel13is performed. With this configuration, the airbag18is inflated. With the occupant protection device1according to the present embodiment, the steering wheel13serving as one example of the operation portion can inflate the airbag18at the second position that is close to the occupant200. This enables the volume of the airbag18to be reduced, and it is possible to reduce the size of the airbag device including the airbag18and the gas generator19. In addition, with the airbag18, it is possible to buffer the collision impact on the occupant200when the steering wheel13suppresses the movement of the occupant200. Note that a known device can be used for the airbag device. Note that, in a case where the distance between the steering wheel13and the occupant200is less than a predetermined distance at the second position, the control unit10of the occupant protection device1may not activate the gas generator19at the time of performing the movement control described above. In a case where the distance between the steering wheel13and the occupant200is less than the predetermined distance and, for example, the head of the occupant200is close to the steering wheel13, it is expected that the occupant200is in danger if the airbag18is inflated. In such a case, the occupant protection device1according to the present embodiment is configured such that the airbag18is not inflated, making it possible to appropriately protect the occupant200. Note that the distance between the steering wheel13and the occupant200can be detected, for example, by using the sensor17illustrated inFIG.9. Fourth Embodiment The occupant protection device1according to a fourth embodiment will be described.FIG.11is a diagram schematically illustrating a state of the occupant protection device1as viewed from the left side of the vehicle. The occupant protection device1according to the present embodiment is characterized in that a front surface panel23of a dashboard20serves as the operation portion. In the present embodiment, the seat201is disposed at a front passenger seat. Note that the occupant protection device1according to the present embodiment also includes the control unit illustrated inFIG.4, as in the first embodiment described above. As illustrated inFIG.11, the occupant protection device1includes a bearing21(serving as one example of the “base portion”) fixed to the vehicle. The bearing21is fixed to a frame serving as a structure that constitutes the vehicle. The bearing21extends in a manner such that the rearward side in the front-rear direction is higher, and includes a shaft22therein. The front surface panel23(serving as one example of the “operation portion”) is fixed at the rear-side end portion of the shaft22. The shaft22can slide within the bearing21. With the shaft22sliding, the front surface panel23can move back and forth between the first position and the second position. The front surface panel23suppresses movement of the occupant200when inertial force acts. In addition, the front surface panel23can move back and forth between the first position serving as the initial position and the second position used to suppress movement of the occupant200when inertial force acts on the occupant200. In a state illustrated inFIG.11, the front surface panel23is disposed at the first position. The occupant protection device1further includes the damper device6configured to buffer a collision impact on the occupant200against the front surface panel23when the shaft22moves to the second position. The damper device6is fixed at the front-side end portion of the steering column. FIG.12is a schematic diagram illustrating a state where the front surface panel23suppresses movement of the occupant200at the second position when the inertial force F1acts on the occupant200.FIG.12schematically illustrates a state of the occupant protection device1as viewed from the left side of the vehicle. Note that the movement control by the control unit10of the occupant protection device1according to the present embodiment can be performed in a manner similar to that in the second embodiment and the variations 2-1 and 2-2 described above. Upon detecting that inertial force F1acts on the occupant200and causes the occupant to move, the occupant protection device1according to the present embodiment moves the front surface panel23to the second position, making it possible to suppress the movement of the occupant200. In addition, the inertial force F1acts on the occupant200, and the occupant200collides against the front surface panel23to slide the front surface panel23and the shaft22frontward. The damper device6absorbs kinetic energy occurring when the shaft22slides frontward. At the time of causing kinetic energy of the occupant200to act on the shaft22when the front surface panel23catches the head of the occupant200, the damper device6adjusts resistance force thereof to reduce the reaction force. Note that the resistance force is resistance force acting on the shaft22when the shaft22slides. This enables the occupant protection device1according to the present embodiment to protect the occupant. In addition, the front surface panel23moves from the first position to the second position and then returns to the first position. Thus, the front surface panel23can repeatedly move from the first position to the second position. In the present embodiment, the shaft22is included in the bearing21in a manner such that the front surface panel23can move back and forth between the first position and the second position. Thus, the occupant protection device1according to the present embodiment can be repetitively used. In the embodiment described above, the control unit10may control, by the damper device6, adjustment of the reaction force in accordance with a velocity of the vehicle or a weight of the occupant200, or in accordance with a velocity of the occupant200toward the operation portion3in a case where the inertial force acts. Note that the weight of the occupant can be detected by using a load sensor disposed at the seat201. For example, in a case where the velocity of the vehicle is relatively large or in a case where the weight of the occupant200is relatively large, the inertial force acting on the occupant200is also large. This leads to an increase in the reaction force acting on the occupant200that the damper device6intends to reduce. For example, by using a damper device6that can adjust the damping force with a magnetic coil, the control unit10can control adjustment of the reaction force with the damper device6. In addition, the occupant protection device1according to the first embodiment, the second embodiment, and the fourth embodiment described above may include the airbag18illustrated inFIG.10. The airbag18is disposed at the operation portion according to each of the embodiments. Note that the gas generator19may employ a gas generator that can be repetitively used by, after activation, injecting compressed air again or replacing a cartridge containing a gas generation agent. Furthermore, the buffering means in the occupant protection device1is not limited to the damper device6. For example, it may be possible to use an elastic member such as a spring or linear motor or the like as the buffering means. In addition, in a case where a gas from the gas generator is used to drive the operation portion to the second position, it may employ a configuration in which an orifice for emitting a gas after activation of the gas generator is provided, and the reaction force acting on the occupant is adjusted with the volume of the gas emitted from this orifice. Note that, in the first embodiment described above, the reaction force may be adjusted by using a frictional force generated when the slide portions4aand4bslide at the left side base2aand the right side base2bto convert kinetic energy of the occupant200into heat generated at the slide portions4aand4b, the left side base2a, and the right side base2b. In a similar manner, in the second and third embodiments, the reaction force may be adjusted by using a frictional force generated when the steering shaft12slides within the steering column11to convert kinetic energy of the occupant200into heat generated at the steering shaft12and the steering column11. In a similar manner, in the fourth embodiment, the reaction force may be adjusted by using a frictional force generated when the shaft22slides within the bearing21to convert kinetic energy of the occupant200into heat generated at the shaft22and the bearing21. Furthermore, in a case where the velocity of the vehicle100is less than a predetermined velocity, the occupant protection device1may not perform the movement control described above. This is because, in a case where the velocity of the vehicle100is less than a predetermined velocity, the occupant100is safe, in some cases, if the operation portion3is not moved to the second position. Note that the control unit10can acquire the velocity of the vehicle100from the traveling control unit103. Note that the occupant protection device1may include a motor used to move the operation portion3from the second position to the first position. This makes it possible to eliminate the workload of the occupant200in putting the operation portion3back to the first position after the occupant protection device1is activated. Note that, with the occupant protection device1according to the embodiments and the variations described above, it is possible to protect the occupant200regardless of whether the seatbelt202is used or not. Each embodiment disclosed in the present specification can be combined with each of the features disclosed in the present specification. REFERENCE SIGNS LIST 1Occupant protection device2Base portion3Operation portion4a,4bSlide portion5Hinge6Damper device10Control unit11Steering column12Steering shaft13Steering wheel14,15,16,17Sensor18Airbag19Gas generator20Dashboard21Bearing22Shaft23Front surface panel100Vehicle101Sensor102Position information acquiring unit103Traveling control unit104Traveling drive unit200Occupant201Seat202Seatbelt | 42,377 |
11858445 | DETAILED DESCRIPTION OF THE INVENTION Specific structural and functional descriptions of embodiments of the present invention disclosed herein are only for illustrative purposes of the embodiments of the present invention. The present invention may be embodied in many different forms without departing from the spirit and significant characteristics of the present invention. Therefore, the embodiments of the present invention are disclosed only for illustrative purposes and should not be construed as limiting the present invention. Reference will now be made in detail to various embodiments of the present invention, specific examples of which are illustrated in the accompanying drawings and described below, since the embodiments of the present invention can be variously modified in many different forms. While the present invention will be described in conjunction with exemplary embodiments thereof, it is to be understood that the present description is not intended to limit the present invention to those exemplary embodiments. On the contrary, the present invention is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit and scope of the present invention. It will be understood that, although the terms “first”, “second”, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For instance, a first element discussed below could be termed a second element without departing from the teachings of the present invention. Similarly, the second element could also be termed the first element. It will be understood that when an element is referred to as being “coupled”, “connected”, or “linked” to another element, it can be directly coupled or connected to the other element or intervening elements may be present therebetween. In contrast, it should be understood that when an element is referred to as being “directly coupled”, “directly connected”, or “directly connected” to another element, there are no intervening elements present. Other expressions that explain the relationship between elements, such as “between”, “directly between”, “adjacent to”, or “directly adjacent to” should be construed in the same way. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms “a”, “an”, and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprise”, “include”, “have”, etc., when used in this specification, specify the presence of stated features, integers, steps, operations, elements, components, and/or combinations thereof but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or combinations thereof. Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present invention, and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Throughout the drawings, the same reference numerals will refer to the same or like parts. FIG.1is a perspective view illustrating an assembly of a steering wheel200and an airbag module100in an apparatus for connecting the steering wheel200and the airbag module100according to embodiments of the present invention,FIG.2is a perspective view illustrating the steering wheel200in the apparatus for connecting the steering wheel200and the airbag module100according to embodiments of the present invention,FIG.3is a front view illustrating the apparatus for connecting the steering wheel200and the airbag module100according to embodiments of the present invention,FIG.4is a front view illustrating fixing clips300of the apparatus for connecting the steering wheel200and the airbag module100according to embodiments of the present invention,FIG.5is a cross-sectional view taken along the line A-A inFIG.3,FIG.6is a cross-sectional view taken along the line B-B inFIG.3, andFIG.7is a perspective view illustrating the apparatus for connecting the steering wheel200and the airbag module100according to embodiments of the present invention. Hereinafter, exemplary embodiments of the apparatus for connecting the steering wheel200and the airbag module100according to the present invention will be described with reference to accompanyingFIGS.1to6. The airbag module100is mounted on the steering wheel200of a vehicle. The airbag module100may be deployed toward a driver to protect the driver in a car collision accident. The airbag module100includes an airbag cushion and an inflator. In a car collision accident, when a signal is transmitted from a collision sensor to the inflator, the inflator may inject gas into the airbag cushion, thereby deploying the airbag cushion. At this time, the airbag module100may be disconnected from the steering wheel200by the deployment pressure of the airbag cushion, and the present invention was conceived in order to prevent this problem. The apparatus for connecting the steering wheel200and the airbag module100according to the present invention is a connecting apparatus by which the airbag module100is mounted on the front portion of the steering wheel200. The connecting apparatus includes: coupling holes240extending through the steering wheel200in the front-rear direction; hooks110extending from the airbag module100through the coupling holes240to protrude from the rear surface of the steering wheel200and respectively having a bend on a distal end thereof, the bend being bent in a direction intersecting the longitudinal direction of the hook110; the fixing clips300configured to block the movement of the hooks110in the forward direction of the steering wheel200, with first end of each of the fixing clips300being fixed to the steering wheel200, and the second end of each of the fixing clips300being caught by the bend of a corresponding one of the hooks110; and fixing recesses250respectively indented into the steering wheel200, thereby allowing the second end of a corresponding one of the fixing clips300to move in the forward direction of the steering wheel200. As illustrated inFIGS.1to6, the steering wheel200has a plurality of coupling holes240extending therethrough, thereby allowing the airbag module100to be connected to the steering wheel200therethrough. The airbag module100includes the hooks110extending in the direction of the steering wheel200from positions corresponding to the coupling holes240so as to be coupled to the steering wheel200. Each of the hooks110has the bend formed by bending the distal end thereof in the direction intersecting the longitudinal direction to be fixed after being inserted into the corresponding coupling hole240. The bend may be caught by a rear surface portion of the steering wheel200to support the airbag module100such that the airbag module100is not disconnected from the steering wheel200. The fixing clips300may be disposed on the rear surface of the steering wheel200in positions corresponding to the coupling holes240, with first end of each of the fixing clips300being disposed on the steering wheel200, and the second end of each of the fixing clips300being coupled to the bend of the corresponding hook110, thereby preventing the hook110from being released from the coupling hole240. When the airbag is deployed, the deployment pressure of the airbag applies force to the hooks110in the direction in which the airbag is deployed, so that the fixing clips300may be released from the bends of the hooks110. To prevent this, the steering wheel200may be provided with the inwardly-indented fixing recesses250, and portions of the second ends of the fixing clips300may be inserted into the fixing recesses250, thereby preventing the second ends from being released from the bends, respectively. In addition, as illustrated inFIG.6, at an early stage of the mounting on the hooks110, the second ends of the fixing clips300may be caught by the hooks110to fix the hooks110, instead of being inserted into the fixing recesses250. When the airbag cushion of the airbag module is deployed, the hooks110are moved toward the airbag module by the deployment pressure. As the second ends of the fixing clips300are inserted into the fixing recesses250, the second ends of the fixing clips300are fixed so as not to move toward the first end side. Consequently, it is possible to prevent the fixing clips300from being released from the hooks110, thereby preventing the hooks110from being released from the coupling holes240. Each of the fixing clips300is configured such that the middle portion is curved or wound such that first end and the second end are spread in opposite directions by elasticity. Each of the fixing clips300is implemented as a U-shaped wire, with the middle portion being curved or wound, such that first end and the second end are forced in opposite directions. Consequently, the hooks110may be fixed in a position in which the hooks110are inserted into the coupling holes240. In addition, when the hooks110are inserted into the coupling holes240, an operator may move the second end of each of the fixing clips300toward first end of the fixing clip300. When the insertion of the hooks110is completed, the elastic force of the second ends of the fixing clips300may cause the second ends of the fixing clips300to move toward the bends of the hooks110, thereby improving the convenience of the assembly operation. The middle portion of each of the fixing clips300is implemented as a torsion spring320. The torsion spring320is configured to increase the elastic force of spreading first end and the second end of the fixing clip300. In order to increase the elastic force between first end and the second ends of each of the fixing clips300, the torsion spring320may be provided on the middle portion of each of the fixing clips300, thereby increasing elastic force by which the fixing clips300fix the hooks110. The steering wheel200includes a horn plate210on which the airbag module100is mounted, the fixing recesses250are provided on the horn plate210, and the fixing clips300are coupled to the horn plate210. A bracket is required to couple the airbag module100to the steering wheel200. The horn plate may be coupled to the central portion of the steering wheel200to realize the function of the bracket, and the airbag module100may be coupled to the horn plate210. The coupling holes240may be provided on the horn plate210to couple the airbag module100to the horn plate210, the horn plate and the steering wheel200may be coupled to each other, and the horn plate210may have space portions in the rear surface, such that the hooks110may be inserted into and fixed to the space portions. In addition, each of the fixing recesses250, into which a portion of the second end of the corresponding fixing clip300is inserted to prevent the second end of the fixing clip300from being detached by the deployment pressure of the airbag, may be indented at a position of the rear surface of the horn plate210adjacent to the coupling hole240in the direction of the airbag module100. The connecting apparatus further includes clip holders220provided integrally with the horn plate210. The clip holders220may be located adjacently to the coupling holes240, and the fixing clips300may be coupled to the coupling holes240. The clip holders220may be provided adjacent to the coupling holes240to hold the fixing clips300to the horn plate210. Each of the clip holders220may hold the upper and lower portions of the corresponding clip300, thereby preventing the clip from bouncing backward when the airbag is deployed. Consequently, the clips may strengthen the coupling of the hooks110. First end of each of the fixing clips300is bent in a direction intersecting the direction in which the fixing clip300extends. Each of the clip holders220has an insertion recess221indented such that first end of the corresponding fixing clip300is inserted thereinto. First end of each of the fixing clips300may be bent toward the center of the steering wheel200to intersect the longitudinal direction, and the bent portion may be indented into the insertion recess221indented into the clip holder220. According to another embodiment, an insertion hole may be provided in place of the insertion recess221at a position adjacent to each of the coupling holes240of the horn plate210. First end of each of the fixing clips300may be bent in the direction of the airbag module100to be inserted into the corresponding insertion hole. In this manner, the fixing clips300may be coupled to the horn plate210, and a module including the horn plate210and the fixing clips300may be coupled to the steering wheel200. Each of the clip holders220further includes a limit recess222into which the second end of the corresponding fixing clip300is inserted. The limit recess222is configured to limit the distance between first end and the second end of the corresponding fixing clip300. When the hook110is inserted into the coupling hole240, the second end of the fixing clip300may be caused to move toward first end and to return to the initial position by the elastic force. Here, the limit recess222formed in the clip holder220to limit a position to which the second end of the fixing clip300is to move may prevent the fixing clip300from being released from the clip holder220by an excessive amount of force applied to the fixing clip300and prevent the second end of the fixing clip300from bouncing by the elastic force when the second end of the fixing clip300moves to the original position. Each of the fixing clips300includes a hook catch310on the second end. The hook catch310is wound on the wire of the second end of the fixing clip300, and is configured to correspond to a portion configured to be in contact with the hook110. As illustrated inFIG.4, the hook catch310may be made from a material, such as resin, wound on the second end of the fixing clip300, i.e., two folds of the wire made from steel. When the hook110is inserted, the hook catch310may be moved toward first end of the fixing clip300. In this case, the hook catch310may extend in the longitudinal direction of the fixing clip300to be wound on the second end of the fixing clip300in order to improve the convenience of the operator. The outer surface of the hook catch310may be configured to correspond to the bent inner surface of the hook110. Consequently, there is an effect that, when the hook catch310is coupled to the hook110, the hook catch310may be prevented from being easily released from the hook110. The horn plate210includes a support rib230extending in the direction of extension of the hook110to be in contact with the outer surface of the hook110. The support rib230is located on the rear surface of the horn plate, adjacently to the coupling hole240, and extends in the direction of extension of the hook110to be in contact with a portion of the outer surface of the hook110that is not in contact with the fixing clip300when the hook110is inserted into the coupling hole240. Consequently, there is an effect that the hook110may be prevented from being rotated in the opposite direction to the fixing clip300by the deployment pressure of the airbag or external impact. Each of the coupling holes240is configured such the cross-sectional area of the coupling hole240gradually decreases in the direction of extension of the corresponding hook110. As illustrated inFIGS.1and3, the coupling hole240formed in the horn plate210is configured such that the cross-sectional area of the coupling hole240gradually decreases in the direction in which the hook110is inserted. According to the present invention, a portion of the inner surface of the coupling hole240is inclined. Consequently, the hooks110may be guided to be easily inserted into the coupling holes240, and after the hooks110are coupled to the coupling holes240, the hooks110may be prevented from being easily decoupled from the coupling holes240. Although the exemplary embodiments of the present invention have been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible, without departing from the scope and spirit of the present invention as disclosed in the accompanying claims. | 17,056 |
11858446 | DETAILED DESCRIPTION An assembly for a vehicle includes a dash. The assembly includes a seat having a seatback and a head restraint extending upwardly from the seatback. The assembly includes an airbag supported by the seatback. The airbag is inflatable from the seatback toward the dash in a seat-rearward direction to an inflated position. The airbag includes an upper portion adjacent the head restraint and pair of lobes extending from the upper portion along the head restraint in a seat-forward direction in the inflated position. The head restraint is between the lobes in the inflated position. The airbag may include a lower portion below the upper portion, the lower portion having a first thickness from the seatback in the seat-rearward direction and the upper portion having a second thickness from the seatback in the seat-rearward direction, the second thickness being greater than the first thickness. The lower portion may be connected to the seatback and the upper portion is supported on the lower portion. The assembly may include an inflator in direct fluid communication with the lower portion, the upper portion being in fluid communication with the inflator through the lower portion. The assembly may include a windshield extending upwardly from the dash, the upper portion of the airbag abutting the head restraint, the dash, and the windshield in the inflated position. The upper portion may be wedged between the head restraint, the dash, and the windshield in the inflated position. The assembly may include a windshield, the upper portion of the airbag including a top panel abutting the windshield and a bottom panel abutting the dash in the inflated position. The top panel and the bottom panel may meet at a point of the airbag that is distal-most from the head restraint in the inflated position. The airbag may include a vent in the top panel. The lobes may be above the seatback in the inflated position. The airbag may include a tether between the upper portion and the lower portion. A seat includes a seatback, a head restraint extending upwardly from the seatback, and an airbag supported by the seatback and inflatable from the seatback in a seat-rearward direction to an inflated position, the airbag including an upper portion adjacent the head restraint and a pair of lobes extending from the upper portion along the head restraint in a seat-forward direction in the inflated position, the head restraint being between the lobes in the inflated position. The seat may include an inflator in direct fluid communication with the lower portion, the upper portion being in fluid communication with the inflator through the lower portion. The upper portion may include a top panel and a bottom panel that meet at a point of the airbag that is distal-most from the head restraint in the inflated position. With reference to the Figures, wherein like numerals indicate like parts throughout the several views, an assembly10for a vehicle12includes a dash14. The assembly10includes a seat16having a seatback18and a head restraint20extending upwardly from the seatback18. The assembly10includes an airbag22supported by the seatback18. The airbag22is inflatable from the seatback18toward the dash14in a seat-rearward direction to an inflated position. The airbag22includes an upper portion24adjacent the head restraint20and a pair of lobes26extending from the upper portion24along the head restraint20in a seat-forward direction in the inflated position. The head restraint20is between the lobes26in the inflated position. In the event of an impact to the vehicle12, the airbag22may move to the inflated position. In the event the seat16is in an away-facing direction relative to the dash14, as described further below, the airbag22inflates from the seatback18and toward the dash14. The upper portion24supports the seatback18and the head restraint20against the dash14to resist movement of the seatback18toward the dash14. The lobes26extending along the head restraint20with the head restraint20being between the lobes26allows the lobes26to control the kinematics of a head of an occupant seated in the seat16in the event of an impact to the vehicle12, for example, an oblique impact, that may urge the head of the occupant to move in a cross-seat direction. Accordingly, the airbag22can control occupant kinematics during multiple vehicle collision types. Since the airbag22is inflatable from the seatback18, the airbag22controls the kinematics of an occupant of the seat16in any facing direction in examples in which the seat16is rotatable, as described further below. With reference toFIG.1, the vehicle12may be any suitable type of automobile, e.g., a passenger or commercial automobile such as a sedan, a coupe, a truck, a sport utility, a crossover, a van, a minivan, a taxi, a bus, etc. The vehicle12, for example, may be autonomous. In other words, the vehicle12may be autonomously operated such that the vehicle12may be driven without constant attention from a driver, i.e., the vehicle12may be self-driving without human input. The vehicle12includes a body (not numbered) including rockers, roof rails, pillars, body panels, vehicle floor, vehicle roof, etc. The vehicle12includes a passenger compartment (not numbered) to house occupants, if any, of the vehicle12. The passenger compartment may extend across the vehicle12, i.e., from one side to the other side of the vehicle12. The passenger compartment includes a front end and a rear end with the front end being in front of the rear end during forward movement of the vehicle12. The floor is spaced from the roof and the pillars extending downwardly from the roof towards the floor. The roof and the floor may each extend across the passenger cabin, i.e., from one side to the other side of the vehicle12. The roof may define an upper boundary of the passenger cabin and the floor may define a lower boundary of the passenger cabin. The vehicle12includes a passenger compartment (not numbered) to house occupants, if any, of the vehicle12. The passenger compartment may extend across the vehicle12, i.e., from one side to the other side of the vehicle12. The passenger compartment includes a front end and a rear end with the front end being in front of the rear end during forward movement of the vehicle12. With reference toFIGS.1-3, the vehicle12includes at least one dash14. In the example shown in the Figures, the dash14is at the front end of the passenger compartment. As another example, the dash14may be at the rear of the vehicle12. In some examples, the vehicle12may include two dashes14, specifically one dash14at the front of the vehicle12and one dash14at the rear of the vehicle12. The dash14may also be called a bulkhead or an instrument panel. The dash14may include vehicle controls, such as gauges, dials, screens, and information displays; heating and ventilation equipment; a radio and other electronics; etc. The dash14may, for example, include a class-A surface, i.e., a surface specifically manufactured to have a high quality, finished aesthetic appearance free from blemishes. The dash14, as well as the rest of the vehicle12, may lack a steering wheel and may lack pedals for accelerating and braking. In other words, as shown in the Figures, no steering wheel or pedals for accelerating and braking are supported by or adjacent to the dash14. More specifically, the vehicle12does not include a steering wheel or pedals for accelerating and braking, e.g., the vehicle12is autonomous. The dash14may, for example, be flat in the cross-vehicle direction, as shown inFIGS.1-3. In other words, the dash14may be generally planar. The dash14may extend from one side of the vehicle12to the other side of the vehicle12, i.e., across the passenger compartment in a cross-vehicle direction. For example, the dash14may extend from one body pillar to another body pillar. The dash14may extend downwardly from a windshield28. For example, the dash14may extend from the windshield28to the vehicle floor of the vehicle12. The dash14may be a structural member of a frame (not numbered) of the vehicle12, i.e., a portion of the frame resists static and dynamic forces from operation of the vehicle12without undue deflection or distortion. Examples of forces include a weight of other vehicle components, passengers, and cargo; twisting forces caused by driving over uneven surfaces; torque from a transmission; longitudinal and lateral forces from driving; and possibly forces from impacts with other vehicles or impactors. The vehicle12may include the windshield28disposed at the front end of the passenger compartment and extending upwardly from the dash14. The windshield28may extend from one side of the vehicle12to the other side of the vehicle12. The windshield28may extend from the roof to the dash14. The windshield28may face in a forward direction from the passenger compartment. The windshield28may be any suitably transparent material, including glass such as laminated, tempered glass or plastic. With reference toFIGS.1-3, the vehicle12may include one or more seats16. Specifically, the vehicle12may include any suitable number of seats16. As shown inFIG.1, the seats16are supported by the vehicle floor (not numbered). The seats16may be arranged in any suitable arrangement in the passenger compartment. As in the example shown in the Figures, one or more of the seats16may be at the front end of the passenger compartment, e.g., a driver seat and/or a passenger seat. In other examples, such as shown inFIG.5, one or more of the seats16may be behind the front end of the passenger compartment, e.g., at the rear end of the passenger compartment. The seats16may be movable relative to the vehicle floor to various positions, e.g., movable fore-and-aft and/or cross-vehicle12. The seats16may be of any suitable type, e.g., a bucket seat. The seats16include the seatback18, a seat bottom (not numbered), and the head restraint20. The head restraint20may be supported by and extending upwardly from the seatback18. The head restraint20may be stationary or movable relative to the seatback18. The seatback18may be supported by the seat bottom and may be stationary or movable relative to the seat bottom. The seatback18, the seat bottom, and the head restraint20may be adjustable in multiple degrees of freedom. Specifically, the seatback18, the seat bottom, and the head restraint20may themselves be adjustable. In other words, adjustable components within the seatback18, the seat bottom, and the head restraint20may be adjustable relative to each other. The seatback18includes a first side30, a second side32, a front side34extending between the first side30and the second side32, and a rear side36extending between the first side30to the second side32. When the seat16is in the rearward-facing position, the rear side36of the seatback18faces vehicle-forward and the front side34of the seatback18faces vehicle-rearward. The seatback18defines an occupant seating area38of the seat16. Specifically, the seatback18defines the occupant seating area38between the first side30and the second side32. The front side34of the seatback18between the first side30and the second side32defines the occupant seating area38. The occupant seating area38is the area occupied by an occupant when seated on the seat bottom. The occupant seating area38is in the seat-forward direction of the seatback18and above the seat bottom. With continued reference toFIGS.1-3, the seat16includes a frame40and a covering (not numbered). Specifically, as shown in the figures, the seatback18includes the frame40and the covering supported on the frame40. The frame40may include tubes, beams, etc. Specifically, the frame40includes a pair of upright frame members. The upright frame members are elongated, and specifically, are elongated in a generally upright direction when the seatback18is in a generally upright position. The upright frame members are spaced from each other and the frame40includes one or move cross-members extending between the upright frame members. The frame40, including the upright frame members, may be of any suitable plastic material, e.g., carbon fiber reinforced plastic (CFRP), glass fiber-reinforced semi-finished thermoplastic composite (organosheet), etc. As another example, some or all components of the frame40may be formed of a suitable metal, e.g., steel, aluminum, etc. The covering may include upholstery, padding, and/or plastic portions. The upholstery may be cloth, leather, faux leather, or any other suitable material. The upholstery may be stitched in panels around the frame40. The padding may be between the covering and the frame40and may be foam or any other suitable material. The seatback18may have bolsters44on opposite sides of the occupant seating area38. The bolsters44are elongated, and specifically, are elongated in a generally upright direction when the seatback18is in a generally upright position. The bolsters44define cross-seat boundaries of the seatback18, i.e., the seatback18terminates at the bolsters44. The bolsters44may extend in a seat-forward direction relative to the occupant seating area38, i.e., on opposite sides of the torso and shoulders of an occupant seated on the seat16. The extension of the bolsters44relative to the occupant seating area38may be defined by the frame40or the covering. The seatback18has a top46between the first side30and the second side32. Specifically, the top46may extend between the bolsters44. In other words, as shown in the Figures, the top46may terminate at the bolsters44. The head restraint20may be supported on the top46of the seatback18. With reference toFIGS.2and3, each seat16may rotate about an axis (not numbered) that extends through the vehicle roof and the vehicle floor. For example, the seats16may rotate between a forward-facing position and a rearward-facing position relative to the vehicle12. In the forward-facing position, an occupant of the seat16faces the front end of the passenger compartment. In the rearward-facing position, an occupant of the seat16faces the rear end of the passenger compartment. The seats16may rotate completely, i.e., 360°, about the axis. The seats16may rotate between fixed positions, e.g., the forward-facing position and the rearward-facing position, or may be rotatable to an infinite number of positions. The seat16may rotate to positions relative to other vehicle components. As an example, the seat16may rotate to a position relative to the dash14. As an example, shown in the Figures, the seat16may rotate to an away-facing position. Specifically, in the away-facing position the rear side36of the seatback18is between the dash14and the occupant seating area38, as described below. In this example, the seat16is in the rearward-facing position and in the away-facing position. In other words, the seat16is in the rearward-facing position relative to the vehicle12and the away-facing position relative to the dash14. In another example, as shown inFIG.5, the seat16may be a rear seat70and the vehicle12includes the dash14at the rear end of the passenger cabin. In this example, the seat16is in the forward-facing position and the away-facing position. In other words, the seat16is in the forward-facing position relative to the vehicle12and the away-facing position relative to the dash14. With reference toFIGS.1-4B, the assembly10includes an airbag assembly48. Specifically, the seat16includes the airbag assembly48. The airbag assembly48includes the airbag22, an inflator50, and may include a housing (not shown). The vehicle12may include any suitable number of airbag assemblies. One or more of the seats16in the vehicle12may include the airbag assembly48. As one example, each of the seats16of the vehicle12may include one airbag assembly48. In examples including more than one airbag assembly48, the airbag assemblies may be identical or substantially identical to each other. The airbag assembly48is supported by the seatback18. Specifically, the airbag assembly48is supported by the frame40of the seat16on the seatback18. In an example in which the airbag assembly48includes the housing, the housing may be fixed directly the frame40of the seat16, e.g., the frame40of the seatback18. The airbag assembly48may be concealed by the covering42, e.g., the upholstery of the seat16. In other words, the airbag assembly48may be between the frame40of the seat16and the upholstery of the seat16. With reference toFIGS.2and3, when the seat16is in the away-facing position, the airbag22is inflatable from the seatback18toward the dash14. Specifically, the airbag22is inflatable from the seatback18in a seat-rearward direction to the inflated position between the seatback18and the dash14. In other words, the airbag22inflates behind the seatback18. When the airbag22is in the inflated position and the seat16is in the away-facing position, the airbag22is inflatable between the seat16and the dash14. In the event of an impact to the vehicle12and when the seat16is in the away-facing position, the airbag22may move from an uninflated position to the inflated position to support the seatback18against the dash14. With reference toFIG.5, when the seat16is in the forward-facing position, the airbag22may be inflatable from the seatback18toward the rear seat70. Specifically, the airbag22is inflatable from the seatback18in a vehicle-rearward direction, i.e., the seat-rearward direction, to the inflated position between the seat16and the rear seat70. Like in the away-facing position, the airbag22inflates behind the seatback18of the seat16. When the airbag22is in the inflated position and the seat16is in the forward-facing position, the airbag22is inflatable between the seat16and the rear seat70. In the event of an impact to the vehicle12and when the seat16is in the forward-facing position, the airbag22may move from the uninflated position to the inflated position to control kinematics of an occupant properly seated in the rear seat70. The inflator50is fluidly connected to the airbag22of the airbag assembly48. The inflator50expands the airbag22with inflation medium, such as a gas, to inflate the airbag22from the uninflated position to the inflated position. The inflator50may be, for example, a pyrotechnic inflator50that ignites a chemical reaction to generate the inflation medium, a stored gas inflator50that releases (e.g., by a pyrotechnic valve) stored gas as the inflation medium, or a hybrid. With reference toFIGS.3-4B, the airbag22includes the upper portion24and a lower portion52below the upper portion24in the inflated position. The lower portion52is connected to the seatback18. Specifically, the lower portion52is supported by the seatback18in the inflated position. The upper portion24is supported on the lower portion52above the lower portion52. Specifically, the upper portion24may not connect directly to the seatback18and instead may be connected to the seatback18through the lower portion52, i.e., the upper portion24is connected to the lower portion52. The upper portion24of the airbag22extends upwardly from the lower portion52of the airbag22. The lower portion52inflates in the seat-rearward direction from the seatback18and toward the dash14when the seat16is in the away-facing position. The lower portion52may be between the dash14and the seatback18in the inflated position. Specifically, in the inflated position, the lower portion52may abut the dash14and the seatback18. The upper portion24of the airbag22may be adjacent the head restraint20in the inflated position. The upper portion24extends in the seat-rearward direction from the head restraint20in the inflated position. The upper portion24extends from the head restraint20toward the dash14and the windshield28of the vehicle12in the inflated position. The upper portion24is wedged between the head restraint20, the dash14, and the windshield28in the inflated position to support the head restraint20against the dash14and windshield28when the airbag22in the inflated position. In other words, the upper portion24may abut the head restraint20, the dash14, and the windshield28in the inflated position, i.e., the upper portion24contacts the head restraint20, the dash14, and the windshield28in the inflated position. The upper portion24uses the dash14and the windshield28as a reaction surface in the event of an impact to the vehicle12. The upper portion24supports the head restraint20against the dash14and the windshield28in the event of an impact to the vehicle12. With reference toFIG.3, the upper portion24includes a top panel54abutting the windshield28in the inflated position and a bottom panel56abutting the dash14in the inflated position. The top panel54extends from the head restraint20in the seat-rearward direction toward the windshield28of the vehicle12, i.e., the top panel54defines an upper boundary of the upper portion24of the airbag22. The bottom panel56may be spaced from the seatback18and extend upwardly from the lower portion52. Specifically, the bottom panel56may extend angularly upwardly from the lower portion52toward the windshield28. The top panel54and the bottom panel56meet at a point68of the airbag22that is distal-most from the head restraint20in the inflated position. In other words, the point68where the top panel54and bottom panel56meet is spaced from the head restraint20in the seat-rearward direction. Specifically, the point68is spaced farthest from the head restraint20than any other point68on the upper portion24. The point68may be adjacent the windshield28in the inflated position. With reference toFIGS.2-4B, the lower portion52has a first thickness T1from the seatback18in the seat-rearward direction when the airbag22is in the inflated position. Specifically, the lower portion52extends from the seatback18in the seat-rearward direction by the first thickness T1. The upper portion24has a second thickness T2from the seatback18in the seat-rearward direction when the airbag22is in the inflated position. Specifically, the upper portion24extends from the seatback18in the seat-rearward direction by the second distance. The second thickness T2may be greater than the first thickness T1. In other words, in the inflated position, the upper portion24of the airbag22extends farther from the seatback18than the lower portion52of the airbag22. The airbag22may include a vent58in the top panel54of the upper portion24. The airbag22may include a vent60spaced downwardly from the inflator50in a lower panel62of the lower portion52. The vents58,60may allow inflation medium from the inflator50to escape from the airbag22into the passenger compartment to control the stiffness of the airbag22in the inflated position. After the airbag22reaches the inflated position, the vents58,60allow inflation medium to escape from the airbag22to allow the airbag22to deflate after completion of an impact to the vehicle12. The airbag22may include any suitable number of vents58,60in the upper portion24and the lower portion52at any suitable number of locations in the upper portion24and the lower portion52. With continued reference toFIGS.3-4B, in the inflated position, the airbag22includes a pair of lobes26extending from the upper portion24of the airbag22above the seatback18. The lobes26may be spaced upwardly from the lower portion52such that the lobes26are above the seatback18in the inflated position. As the airbag22moves to the inflated position, the lobes26extend in the seat-forward direction, i.e., opposite of the upper portion24and the lower portion52in the inflated position. Specifically, the lobes26extend along the head restraint20in the seat-forward direction in the inflated position, i.e., the lobes26extend along a seat-longitudinal axis toward the occupant seating area38of the seat16. The lobes26are spaced from each other in a cross-seat direction, i.e., a direction perpendicular to the seat-forward direction and the seat-rearward direction. In other words, the lobes26are spaced from each other along the seatback18. In the inflated position, the head restraint20is between the lobes26. In other words, the head of the occupant in the seat16may is between the lobes26when the airbag22is in the inflated position. In the event of the impact to the vehicle12, specifically an oblique impact to the vehicle12, the head of the occupant may be urged angularly in the seat16. The lobes26control the kinematics of the head of the occupant between the lobes26in the event of the impact to limit and control the angular movement of the head of the occupant. The inflator50is in direct fluid communication with the lower portion52. In other words, the inflator50inflates the lower portion52without the inflation medium passing through any other portion of the airbag22. Inflation medium flows from the inflator50and into the lower portion52of the airbag22. The inflator50is in indirect fluid communication with the upper portion24and the lobes26. In other words, the upper portion24and the pair of lobes26are in fluid communication with the inflator50through the lower portion52. In other words, inflation medium passes from the inflator50, through the lower portion52, through the upper portion24, and into the lobes26. Specifically, the pair of lobes26, the upper portion24, and the lower portion52are in fluid communication with each other, i.e., inflation medium from the inflator50may pass freely from the lower portion52to the upper portion24and to the lobes26. With reference toFIGS.3and4A, the airbag22includes a plurality of tethers64interior to the upper portion24and the lower portion52. The tethers64maintain the shape of the upper portion24and the lower portion52when the airbag22is in the inflated position. In the example shown in the Figures, the upper portion24includes a pair of tethers64extending away from the head restraint20in the seat-rearward direction. In such an example, the pair of tethers64extend away from the head restraint20to the bottom panel56of the upper portion24. The lower portion52includes three tethers64extending from the seatback18in the seat-rearward direction. The airbag22may include any suitable number of tethers64to maintain the shape of the upper portion24and the lower portion52when the airbag22is in the inflated position. The airbag22includes a plurality of tethers66interior to the airbag22between the upper portion24and the lower portion52. The tethers66may be at the location where the upper portion24and the lower portion52join together when the airbag22is in the inflated position. The tethers66extend away from the seatback18in the seat-rearward direction inside the airbag22. In the example shown in the Figures, the airbag22includes a pair of tethers66between the upper portion24and the lower portion52. The airbag22may include any suitable number of tethers66between the upper portion24and the lower portion52when the airbag22is in the inflated position. The airbag22, i.e., the upper portion24, the lower portion52, and the lobes26, may be fabric, e.g., a woven polymer. For example, the fabric may be woven nylon yarn, for example, nylon 6, 6. Other examples of woven polymer include polyether ether ketone (PEEK), polyetherketoneketone (PEKK), polyester, etc. The woven polymer may include a coating, such as silicone, neoprene, urethane, etc. For example, the coating may be polyorgano siloxane. The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described. | 27,782 |
11858447 | DESCRIPTION InFIGS.1and2, a vehicle10comprising a vehicle interior12provided for passenger transport is shown. For this purpose, the vehicle10in the vehicle interior12has a seat14, a passenger seat16and a rear bench seat18in the rear passenger compartment. The seat14is provided as a driver seat and is arranged facing a steering wheel20configured for steering the vehicle10. Basically, the vehicle10may include any number of seats with any arrangement in the vehicle interior12. The seat14has a seating surface22and a backrest24which define the orientation A of the seat14and a vehicle occupant sitting in the seat14. Further, the seat14is rotatable about an angle of rotation a between a first seating position (seeFIG.1) and a second seating position (seeFIG.2) so that the orientation A of the seat14in the vehicle interior12will correspondingly change. In the shown embodiment, the axis of rotation is perpendicular to the plane of projection. The vehicle10has a front end26and a rear end28as well as a primary direction of travel F directed from the rear end28to the front end26. In the shown embodiment, the seat14in the first seating position is oriented in the direction of travel F and in the second seating position is oriented against the direction of travel F, when the car drives autonomously, for example. The angle of rotation a between the first seating position and the second seating position is 180°. In an alternative embodiment, the angle of rotation a may have a value ranging from 170° to 190°. As a matter of course, the seat14may have further seating positions, in particular intermediate positions between the first seating position and the second seating position. In a preferred embodiment, the vehicle10is arranged for autonomous and/or piloted driving so that a driver is not permanently required for steering the vehicle10. In the present embodiment, this means in particular that the vehicle10can also be operated when the seat14is in the second seating position. In other words, the vehicle10is arranged so that, while the vehicle10is traveling, a vehicle occupant is seated in the seat14in the second seating position backwards to the direction of travel F. Accordingly, the first seating position according toFIG.1is provided, if the vehicle occupant is steering the vehicle10himself/herself. The second seating position according toFIG.2is provided, if the vehicle occupant does not have to steer or monitor the vehicle10, in particular if the vehicle10is driving autonomously. In order to ensure high safety for the vehicle occupant in both seating positions, the seat14is part of an occupant restraint system30of the vehicle10which will be illustrated hereinafter based onFIGS.3to6and which serves for restraining a vehicle occupant who has taken a seat14in the case of restraint, i.e., usually in the event of crash. Basically, in an alternative embodiment, any rotatable seat may be part of the occupant restraint system30, specifically the passenger seat16. As a matter of course, in an alternative embodiment, the occupant restraint system30may comprise plural rotatable seats such as the seat14and the passenger seat16. The following explanations are applicable mutatis mutandis in these cases to each individual seat of the occupant restraint system30. The occupant restraint system30comprises a first airbag module31, a second airbag module32, a third airbag module33and a fourth airbag module34. Each of the airbag modules31,32,33,34has an airbag36(seeFIG.5) and an airbag control device38which includes a gas generator40, a release device42and a control unit44. Of course, the gas generator40, the release device42and the control unit44may also be designed separately from each other. The gas generator40serves for deploying the airbag36as soon as it receives a corresponding signal from the control unit44. The airbag modules31,32,33,34are adjustable in each case between a first state and a second state, wherein, in the first state, the corresponding airbag36adopts a first inflated state having a first external geometry in the case of restraint, and in the second state the corresponding airbag36adopts a second inflated state having a second external geometry in the case of restraint. Basically, each airbag module31,32,33,34may be designed individually. However, it is advantageous when airbag modules31,32,33,34mirror-inverted in pairs and having inverted states are provided on the seat14to ensure an identical protective effect in the first and second seating positions. The airbag modules31,32,33,34are further configured to adopt a state corresponding to the seating position of the seat14and, thus, the first inflated state and the second inflated state of the airbags36are coupled to the first seating position and the second seating position of the seat14. For this purpose, the seat14includes an orientation sensor50that is configured to detect the orientation of the seat14and, consequently, the seating position thereof. The orientation sensor50is an angle of rotation sensor. In an alternative embodiment, the seating position of the seat14can be detected by any sensor, such as by an optical sensor which is part of a camera system for monitoring the vehicle interior12. The control unit44is connected to the gas generator40and the release device42as well as to an orientation sensor50for data exchange. The airbag modules31,32,33,34are integrated in the seat14, hence they are seat-integrated airbag modules31,32,33,34or so-called side airbag modules. More precisely, the airbag modules31,32,33,34and, thus, also the corresponding airbags36are integrated in the lateral regions52,53(seeFIG.3) of the backrest24each of which forms a side bolster of the backrest24. Therefore, the airbags36are seat-integrated side airbags. In an alternative embodiment, the airbags36are integrated, as least in portions, in particular completely, in the backrest24, in particular in the lateral regions52,53. The first airbag module31and the third airbag module33are jointly integrated in the left lateral region52, while the second airbag module32and the fourth airbag module34are jointly integrated in the oppositely arranged right lateral region53. As shown inFIG.4illustrating a rear view of the backrest24, the airbag modules31,32,33,34are arranged symmetrically to a vertical plane E extending in the orientation A of the seat14centrally across the backrest24. Accordingly, the first and second airbag modules31,32as well as the third and fourth airbag modules33,34are arranged mirror-symmetrically to the plane E at the same vertical height. Furthermore, the airbag36of the first airbag module31and the airbag36of the second airbag module32are designed to be mirror-inverted so that they are formed, in the inflated states of the same height h, to be mirror-symmetrical to the plane E. In other words, the airbags36of the first and second airbag modules31,32in the inflated states show mirror-inverted geometries with respect to the plane E. In the same way, the airbag36of the third airbag module33and the airbag36of the fourth airbag module34are designed to be mirror-inverted so that the airbags36of the third and fourth airbag modules33,34show, in the corresponding inflated states, mirror-inverted geometries with respect to the plane E. In an alternative embodiment, the seat may have any number of airbag modules31,32,33,34which are preferably divided to both lateral regions52,53and/or are provided in pairs, particularly symmetrically to the plane E. Accordingly, any number of the airbag modules31,32,33,34, but at least one airbag module31,32,33,34, may include an airbag36with a first inflated state and a second inflated state. I.e., the occupant restraint system30may additionally comprise airbag modules and/or airbags which have only one single state in the case of restraint. The basic functioning of the airbag modules31,32,33,34will be exemplified in the following inFIGS.5and6by means of the airbag module31. In both Figures, the airbag module31is shown in the activated state in the case of restraint, i.e., with a completely inflated airbag36, in two different situations. FIG.5shows the first inflated state andFIG.6shows the second inflated state of the airbag36of the airbag module31. The airbag36includes a wall46and at least one tether48, and in the shown embodiment two tethers48. The tethers48are permanently anchored with their front ends to different points of the wall46and, with their rear ends, the tethers48are connected to the release device42. Release devices42for tethers48are known and can safely fix or release the tethers48when the airbag36is deployed so that the tether48is detached from the release device42. An outlet valve47is simultaneously coupled to the release device42for the respective tether48. Said outlet valve47is closed when the tethers48are not released and is open, according toFIG.6, when also the tethers48are released. An increased service life is imparted to the respective airbag by closing the outlet valve47. In general, it is of advantage when the airbag or airbags has/have a longer service life, if they are positioned close to the vehicle center, which in turn depends on the orientation of the seat. Thus, the airbag36can adopt a first completely inflated state and a second completely inflated state, depending on whether the release device42has released the tethers48or keeps them fixed. The inflated state is the state after activation of the airbag36in which the airbag36has reached its maximum possible volume for said inflated state. FIG.5reveals that the tethers48are connected both to the wall46and to the release device42so that the airbag36in the first inflated state has a height h1. InFIG.6, the airbag36is shown in the second inflated state in which the tethers48were released by the release device42during inflation. It is also possible that the tethers48are no longer connected to each other. Hence, the wall46is no longer fixed vis-à-vis the release device42so that the wall46can move further as compared to the first inflated position. In the second inflated state, the airbag36thus has a height h2that is larger than the height h1of the first inflated state. Moreover, the volume of the airbag36in the second inflated state is larger than it is in the first inflated state. Thus, the airbag36provides different, viz. first and second, protective effects. As a matter of course, the airbag36may differ in the first inflated state and in the second inflated state by other characteristics, for example by otherwise different geometries which not only comprise a different height or different orientations relative to the seat14and, resp., the backrest24. In general, the airbag36of each airbag module31,32,33,34can have separate first and second inflated states, i.e., not all airbag modules31,32,33,34must have an airbag36with identical first and second inflated states. It has to be emphasized that the representations of the airbags inFIGS.5and6are purely symbolical to realize the different volumes and different internal pressures. Each of the airbags31and32are combined shoulder and head airbags, whereas the airbags33and34are thorax and pelvis airbags and in this case again are combined airbags. This means that their geometries are different from those of the combined shoulder-head airbag31,32. However, the basic options to realize said airbags with different internal pressures and external geometries depending on whether they are in the first or second state are the same. In the present embodiment, the first and second airbag modules31,32may have the same inflated states, but these states are provided to be inverted. That is to say, in a particular seat orientation the airbag31deploys in the first inflated state into the geometry shown inFIG.5, whereas the airbag36of the second airbag module32deploys into the second state shown inFIG.6. Equally, the third and fourth airbag modules33,34have the same inflated states which are also adopted in an inverted manner. In the present embodiment, the first and third airbag modules31,33as well as the second and fourth airbag modules32,34are designed to be identical or at least mirror-inverted to the vertical longitudinal central axis of the seat so that the respective airbags36each have equal first and second inflated states. In this way, as will be illustrated further below, airbag modules31,32,33,34arranged in pairs can help ensure identical protective effects to be provided by the airbag modules31,32,33,34both in the first seating position and in the second seating position. In the first seating position (seeFIG.1) in which the seat14is oriented in the direction of travel F, the left lateral region52with the first and third airbag modules31,33is arranged adjacent to the sidewall54of the vehicle10abutting on the seat14, while the right lateral region53with the second and fourth airbag modules32,34is arranged adjacent to the central tunnel56that is provided between the seat14and the passenger seat16in the vehicle interior12. In the second seating position (seeFIG.2) in which the seat14is oriented against the direction of travel F, the left sidewall52with the first and third airbag modules31,33is arranged adjacent to the central tunnel56, while the right lateral region53with the second and fourth airbag modules32,34is arranged adjacent to the sidewall54. The protective effect provided by the airbag modules31,32,33,34in the case of restraint thus depends, apart from the state in which the corresponding airbag module31,32,33,34is, on whether the airbag module31,32,33,34is arranged adjacent to the sidewall54or adjacent to the central tunnel56. In order to provide identical protective effects by the airbag modules31,32,33,34both in the first seating position and in the second seating position, the occupant restraint system30is configured as follows by means of the airbag control devices38of the airbag modules31,32,33,34. In the first seating position, the airbag modules31,33are in a first state so that, in the case of restraint, the airbags36adopt their respective first inflated state and deploy in a respective protecting direction. The airbags36of the first and third airbag modules31,33are thus inflated into the state of the height h1shown inFIG.5, while the airbags36of the second and fourth airbag modules32,34are inflated into the state of the height h2shown inFIG.6and thus adopt the second state. As already emphasized, theFIGS.4and5are symbolic of the airbags36, i.e., the airbags of the first and second airbag modules may differ from those of the third and fourth airbag modules. Also, the first states need not always be the states with a smaller volume. Rather, the first states of the third and fourth airbag modules33,34could also have, in their first state, the smaller volume as compared to the second state. Accordingly, the (first) airbag36of the first airbag module31provides a first protective effect, the (second) airbag36of the second airbag module32provides a second protective effect, the (third) airbag36of the third airbag module33provides a third protective effect, and the (fourth) airbag36of the fourth airbag module34provides a fourth protective effect. In the second seating position, the airbags36of the airbag modules31,33are in such a state that, in the case of restraint, the airbags36adopt their second inflated state. The airbags36of the first and third airbag modules31,33are thus inflated into the state of the height h2as shown inFIG.6, whereas the airbags36of the second and fourth airbag modules32,34are inflated into the state of the height h1shown inFIG.5and thus adopt the first state. Due to the mirror-inverted design of the first and second airbag modules31,32, the airbag36of the first airbag module31provides a protective effect corresponding to the second protective effect of the airbag36of the second airbag module32in the first seating position, and the airbag36of the second airbag module32provides a protective effect corresponding to the first protective effect of the airbag36of the first airbag module31in the first seating position. Further, due to the mirror-inverted design of the third and fourth airbag modules33,34, the airbag36of the third airbag module33provides a protective effect corresponding to the fourth protective effect of the airbag36of the fourth airbag module34in the first seating position, and the airbag36of the fourth airbag module34provides a protective effect corresponding to the third protective effect of the airbag36of the third airbag module33in the first seating position. As the first and third airbag modules31,33in the left lateral region52are configured to be mirror-inverted to the second and fourth airbag modules32,34in the right lateral region53, the airbag modules31,32,33,34of one lateral region52,53can take over the corresponding function of the airbag modules31,32,33,34of the other lateral region52,53in the first and second seating positions. In this way, the occupant restraint system30can provide the same protective effect in both seating positions, thereby improving the safety for the vehicle occupant sitting in the seat14. In order to further increase the protective effect of the occupant restraint system30, the airbag modules31,32,33,34can be released in response to the load case occurring in the event of crash with inflated states of the airbags36adapted to the load case. For example, the occupant restraint system30may be configured differently for a near-side load case than for a far-side load case. For this purpose, the occupant restraint system30is connected to the board computer of the vehicle10, for example, in a signal-transmitting manner, the board computer detecting the corresponding data on the load case by means of a sensor system provided for this purpose and making them available to the occupant restraint system30. For example, the occupant restraint system30is configured in one embodiment in accordance with the Tables 1 and 2, Table 1 defining the configuration in the first seating position (seeFIG.1) and Table 2 defining the configuration in the second seating position (seeFIG.2). TABLE 1Configuration of the occupant restraint system 30in the first seating positionfirst seating positionairbagthirdfirstsecondfourthmodule (GM)GM 33GM 31GM 32GM 34protectiveSABshoulderfar-sideeffect/modulepusherdesignationoutlet valveopenopenclosedclosed47tethers 48releasedreleasednot releasednot releasedarea ofthorax/shoulder/shoulder/head &protectionpelvisheadthorax/pelvis TABLE 2Configuration of the occupant restraint system 30in the second seating positionsecond seating positionairbagthirdfirstsecondfourthmodule (GM)GM 33GM 31GM 32GM 34protectivefar-sideshoulderSABeffect/modulepusherdesignationoutlet valveclosedclosedopenopen47tethers 48not releasednot releasedreleasedreleasedarea ofthorax/pelvis &shoulder/thorax/protectionshoulder/headheadpelvis In the first seating position, the first airbag module31forms a shoulder pusher module, the third airbag module33forms a side airbag module (SAB module) and the second and fourth airbag modules32,34jointly form a far-side module. Accordingly, the second airbag module32covers the shoulder and head area and the fourth airbag module34covers the thorax and pelvis area. Upon release in the first seating position, in the case of a “near-side” load case the third airbag module33and the first airbag module31are ignited. For the third airbag module33the outlet valve47is opened. Furthermore, the tethers48are released so that the first airbag module31deploys into the second inflated state and reliably provides the protection in the head and shoulder area required for this load case. Upon release in the first seating position, in the case of a “far-side” load case the outlet opening47in each of the second and fourth airbag modules32,34is closed so that the second and fourth airbag modules32,34meet the requirement of service life. Further, the tethers48are not released in this load case, thereby the second and fourth airbag modules32,34jointly covering and thus protecting reliably the pelvis and thorax area as well as the shoulder and head area. When the seat14is in the second seating position, the following inverted situation results from the identical module designs in the left and right lateral regions52,53of the seat14. In the second seating position, the second airbag module32forms the shoulder pusher module, the fourth airbag module34forms the side airbag module (SAB module), and the first and third airbag modules31,33jointly form the far-side module. Accordingly, the first airbag module31covers the shoulder and head area and the third airbag module33covers the thorax and pelvis area. In the event of a “near-side” load case, the outlet valve47of the fourth airbag module34is opened and the tethers48of the second airbag module32are released so that the second airbag module32reliably provides the protection in the head and shoulder area required for this load case. In the event of a “far-side” load case, each of the outlet openings47in the first and third airbag modules31,33is closed so that they meet the requirement of service life and do not release the tethers48. The invention is not restricted to the shown embodiment. In particular, individual features of one embodiment can be combined with any features of other embodiments, especially independently of the other features of the respective embodiments. | 21,568 |
11858448 | DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle seat according to an embodiment of the present invention will be described with reference to accompanying drawings. While this was stated above, “front” in each figure illustrates the front of the vehicle (in the direction of travel), “rear” illustrates the rear of the vehicle (opposite the direction of travel), “inside” illustrates the inside in the vehicle width direction (occupant side), and “outside” illustrates the outside in the vehicle width direction (opposite side of the occupant). FIG.1is a perspective view illustrating mainly the appearance form of a vehicle seat to which the side airbag device according to the present invention can be applied, and the illustration of the side airbag device is omitted.FIG.2is a perspective view illustrating an internal structure (seat frame) functioning as a framework of the vehicle seat illustrated inFIG.1, and the illustration of the side airbag device is omitted here as well. As illustrated inFIG.1, as the vehicle seat is viewed as a location, the seat cushion2where the occupant is seated; the seatback1forming a backrest; and the headrest3connected to the upper end of the seatback1are included. As illustrated inFIG.2, a seatback frame1fthat forms the framework of the seat is provided in the inner portion of the seatback1, a pad composed of urethane foam or the like is provided on the surface and periphery thereof, and a surface skin (not shown) is provided. As for the seat cushion2, similar to the seatback1, a pad made of urethane foam or the like is provided on the upper surface and periphery of the seating frame2f, and a surface skin (not illustrated) is provided. The seating frame2fand the seatback frame1fare connected via a reclining mechanism4. As illustrated inFIG.2, the seatback frame1fis configured as a frame form by the side frames10L and10R which are spaced apart to the left and right and extend in the vertical direction, the upper frame11that connects the upper end portions and the lower frame that connects the lower end portions of these side frames10L and10R Embodiment 1 FIG.3is a side view (A) and front view (B) illustrating an airbag device according to Embodiment 1 of the present invention mounted in a vehicle seat, where the vehicle seat is illustrated as see-through.FIG.4illustrates the structure of the airbag14used in the airbag device according to Embodiment 1. (A) is the plan view illustrating the state where the airbag14is spread out (flat condition prior to being stowed), and (B) is the front view illustrating the state where the airbag14is rolled (in the stowed condition). The airbag device according to the present Embodiment contains a pair of inflators12L and12R that are stowed in the left and right side portions of the seatback1and produce expansion gas, and the airbag14that is stowed within the seat back1in a rolled or folded state and deployed by the expansion gas discharged by the inflators12L and12R. Note, in the present Embodiment, the seatback1is separated from the headrest3, but the side airbag device according to the present invention can also be applied to a seatback with an integrated headrest. The airbag14in the stowed state is arranged along the side frames10L and10R to the left and right, arranged along the lower portion areas16L and16R that are in lower positions than the inflators12L and12R, and arranged along the seat frame11in an upper portion in addition to the left and right side frames10L and10R, and contains upper portion area18which is in a higher position than the inflators12L and12R. Note that inFIG.3, the boundary position between the upper portion area18and the lower portion areas16L and16R of the airbag14is indicated by L0. In addition, inFIG.4, a range corresponding to the lower portion areas16L and16R, and a range corresponding to the upper portion area18are illustrated by alternate long and short dashed lines. Also, symbols20L and20R, indicate the installation part of the inflators12L and12R. The upper portion area18is formed to connect the upper end portion of the lower portion areas16L and16R on both the left and right sides and is configured to deploy from the upper edge vicinity of the seatback1to encircle the head of the occupant. In this manner, the lower portion areas16L and16R mainly protect the occupant from the waist to the chest area, and the upper portion area18mainly protects the head area (from shoulders to the head) of the occupant. As illustrated inFIG.3(B), the inflators12L and12R are secured to the inside of the side frames10L and10R by stud bolts (not shown) or the like. Also, the lower portion areas16L and16R are arranged inside the side frames10L and10R. On the other hand, the upper portion area18is arranged on the upper portion of the seat frame11through the outside of the side frames10L and10R. The upper portion area18aon the seat frame11is stowed in an omega (Ω) shape, for example. Note that, in the present invention, a single airbag14is described divided at the inflators12L and12R into the upper portion area18and the lower portion areas16L and16R, and at least, the part above the inflators12L and12R can be defined loosely as the upper portion area18and the lower side as the lower portion areas16L and16R. When the airbag14is secured to the side frames10L and10R, as illustrated inFIG.3B, the inflators12L and12R are secured to the inner side of the side frames10L and10R by stud bolts (not shown) with the airbag14in an elongated and compressed state. At this time, the lower portion areas16L and16R are also arranged inside the side frames10L and10R, and are secured to the side frames10L and10R by a connecting device such as a tab as necessary. The portion (upper portion area18) above the inflators12L and12R is bent and arranged on the outside of the side frames10L and10R. FIG.5illustrates the activated state (the deployed state of the airbag14) of the airbag device according to Embodiment 1 of the present invention. (A) illustrates the state as viewed from the side surface in the vehicle width direction, and (B) illustrates a state viewed from the front surface. When a side collision or the like occurs, the inflators12L and12R release expansion gas, causing the airbag14to expand and deploy. When the airbag14begins to expand, the gas flows into the lower portion areas16L and16R, and the upper portion area18. The lower portion areas16L and16R of the airbag14deploy inside the side frames10L and10R and deploy toward the occupant direction (inner side) and forward (travel direction). At this time, since the lower portion areas16L and16R are deployed toward the occupant side with the inner surface (the surface on the occupant side) of the side frames10L and10R as the reaction force surface, the waist to the chest of the occupant can be quickly restrained. On the other hand, the upper portion area18of the airbag14deploys forward from the upper end of the seatback1, jumps over the headrest3, and covers the back of the head of the occupant from behind towards the front. This avoids the upper portion area18directly impacting the head of the occupant when the airbag14deploys, and also enables forming a wide region of protection around the head of the occupant. In this manner, since the upper portion area18of the airbag14is deployed outside of the side frames10L and10R, expansion occurs much more in the width direction thereof than for the lower portion areas16L and16R when viewed from the front, enabling reliably restraining from the shoulder to the periphery of the head of the occupant. Additionally, the upper portion area18of the airbag14can enter the lower side of the seat belt SB near the shoulder of the occupant, and thus can be deployed by using the reaction force of the seatbelt SB, and the deployed shape around the head of the occupant is stable. Embodiment 2 FIG.6is a side view (A) and front view (B) illustrating an airbag device according to Embodiment 2 of the present invention mounted in a vehicle seat, where the vehicle seat is illustrated as see-through. The structural elements in common or corresponding to Embodiment 1 above are labeled with the identical symbols, and redundant descriptions are omitted. In the present embodiment, the inflators12L and12R are arranged on the outer side of the side frames10L and10R. The rest of the configuration is the same as that of Embodiment 1. By arranging the inflators12L and12R outside the side frames10L and10R, an installation location for the inflators12L and12R is readily ensured, in other words, the inflators12L and12R can readily be secured to the side frames10L and10R with a high degree of freedom. Embodiment 3 FIG.7illustrates the structure of the airbag14used in the airbag device according to Embodiment 3 of the present invention. (A) is a plan view illustrating the state where the airbag14is spread out (in the flat condition prior to being stowed), and (B) is a front view illustrating the state where the airbag14is in a rolled state (in the stowed condition).FIG.8is a schematic view illustrating the activated state (the deployed state of the airbag14) of the airbag device according to Embodiment 3 of the present invention as viewed from the left side in the vehicle width direction.FIG.9(A)is the schematic cross-sectional view in the A1-A1direction ofFIG.8.FIGS.9(B)and (C) are cross-sectional views illustrating variations of the connecting structure between the seat frame and the tabs. The structural elements in common with or corresponding to Embodiment 1 and Embodiment 2 above are labeled with the identical symbols, and redundant descriptions are omitted. Additionally, inFIG.8andFIG.9, only the left side of the seat is illustrated, but the right side has the same configuration. In the present embodiment, the tabs102L and102R for securing are attached to the left and right lower end parts of the airbag14. One end of these tabs102L (102R) is connected to the lower portion region16L (16R) of the airbag14, and the other end is secured to the seat frame10L (10R). By securing the lower portion region16L (16R) of the airbag14to the seat frame10L (10R) using the tab102L (102R), when the airbag14is deployed, the lower portion region16L (16R) will not easily burst out forward or rattle more than necessary, and the deployment posture and deployment behavior of the lower portion region16L (16R) will be stabilized. As a result, the vicinity of the waist of the occupant can reliably be restrained inside the seat frame10L (10R). As illustrated inFIG.9(A), the other end (rear end portion) of the tab102L is secured by the fixture104on the inside of the rear end portion of the seat frame10L. In addition, as illustrated inFIG.9(B), the other end (rear end portion) of the tab102L is secured by the fixture104to the outside of the rear end portion (rear surface side) of the seat frame10L. Alternatively, as illustrated inFIG.9(C), the other end (rear end portion) of the tab102L reaches the outer side (the left side surface side) of the seat frame10L through the rear of the rear end portion (rear surface portion) from the inside (occupant side) of the seat frame10L, and is secured by the fixture104. The present invention has been described with reference to embodiments; however, the present invention is not limited to the embodiments described above. In other words, changes can be made as necessary without deviating from the scope of the technical concept of the invention. | 11,522 |
11858449 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in more detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be implemented in various different forms. The embodiments are provided to ensure that the disclosure of the present invention is complete and to fully inform a person having ordinary skill in the art of the scope of the invention. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. FIG.2is a view showing a deployed state of a curtain airbag according to an embodiment of the present invention,FIG.3Ais a view showing the state in which the curtain airbag according to the embodiment of the present invention is folded, andFIGS.3B and3Care views showing the state in which a curtain airbag according to another embodiment of the present invention is folded. As shown in the drawing, a curtain airbag100according to the embodiment of the present invention is a device disposed at an upper side of a front door and a rear door of a vehicle in a forward-and-rearward direction of the vehicle so as to protect a side surface of a passenger sitting on a vehicle seat in the event of a vehicle accident. To this end, the curtain airbag100is elongated in the forward-and-rearward direction and is mounted in a space surrounded by an outboard member50, a head liner52, and a trim51forming a side portion of a vehicle body. More specifically, the curtain airbag100is elongated to extend from a rear end of an A-pillar (not shown) of the vehicle to a position where a C-pillar (PC) thereof is disposed via a B-pillar (PB) thereof, and is mounted therein. The curtain airbag100will be described in detail. The curtain airbag according to the embodiment of the present invention includes a main cushion110, provided at an upper side of the pillar of the vehicle along the forward-and-rearward direction of the vehicle and deployed upon inflation thereof, and a guide cushion120, connected to a front area of an upper end portion of the main cushion110and configured to extend toward a rear of the vehicle, the guide cushion120pushing the main cushion110toward an inside of the vehicle while being inflated together with the main cushion110. The main cushion110is a means that is inflated so as to expand and be deployed beside the passenger. Further, the main cushion110is normally folded and rolled up, and is elongated to be stored in a space surrounded by the outboard member50, the head liner52, and the trim51of the vehicle along a longitudinal direction of the vehicle. In this case, the main cushion110is mounted on the outboard member50of the vehicle via a plurality of mounting tabs102. In this case, the main cushion110is mounted on the outboard50of the vehicle via a plurality of mounting tabs102. Meanwhile, when the main cushion110is deployed, the guide cushion120is used as a means of guiding smooth inflation and deployment of the main cushion110without interfering with components forming a surrounding vehicle body such as the trim30. Further, the guide cushion120is formed to be integrated with the main cushion110. For example, the guide cushion120is connected to the front area of the upper end portion of the main cushion110so that gas flows therebetween, and extends toward the rear of the vehicle. Therefore, while being inflated together with the main cushion110, the guide cushion120pushes the main cushion110toward the inside of the vehicle at an initial stage of inflation. Specifically, the guide cushion120is divided into a primary deployment area121, which is connected to the main cushion110and is deployed in the outboard direction of the vehicle to push the main cushion110toward the inside of the vehicle, and a secondary deployment area122, which is configured to extend from the primary deployment area121and to be deployed between an end portion of the trim51and the main cushion110to push the main cushion110so that the same does not contact the end portion of the trim51. In this case, the primary deployment area121and the secondary deployment area122of the guide cushion120are not divided by a specific unit, but are divided along the longitudinal direction in which the guide cushion120is deployed. The primary deployment area121corresponds to a portion connected to the main cushion110, that is, a front area based on the longitudinal direction of the vehicle, and the secondary deployment area122corresponds to a rear area extending from the primary deployment area121. As described above, the guide cushion120is divided into the primary deployment area121and the secondary deployment area122, and when gas is supplied to the inside of the guide cushion120and fills the same, it is preferable that the primary deployment area121be deployed earlier than the secondary deployment area122. To this end, a mounting hole101having the inflator20mounted therein is formed in the primary deployment area121of the guide cushion120. In addition, the main cushion110and the guide cushion120communicate with each other at a portion adjacent to the mounting hole101. Therefore, the gas ejected from the inflator20flows to the main cushion110and the primary deployment area121of the guide cushion120while being distributed thereto. In this case, it is preferable for a communication area where the main cushion110and the guide cushion120communicate with each other to be an area corresponding to an area where the B-pillar (PB) of the vehicle is located, or to be formed ahead of the aforementioned area toward the front of the vehicle. Therefore, the primary deployment area121of the guide cushion120and the secondary deployment area122thereof are sequentially inflated and deployed in that order. Meanwhile, the main cushion110and the guide cushion120are formed by sewing edges of two sheets of fabric in the state in which the two sheets of fabric overlap each other. Therefore, the main cushion110and the guide cushion120are formed to be integrated with each other, but a specific gas path may be set by forming various sewing lines in consideration of the order in which the main cushion110and the guide cushion120are deployed and the shape thereof. In this embodiment, as described above, it is preferable to allow the gas ejected from the inflator20to simultaneously flow to the main cushion110and the guide cushion120so that the primary deployment area121and the secondary deployment area122of the guide cushion120are sequentially deployed in an initial stage of deployment of the main cushion110. Meanwhile, the main cushion110and the guide cushion120are usually stored in a state of being folded into a roll shape. Here, as shown inFIG.3A, it is preferable that the guide cushion120be folded around the main cushion110in a shape surrounding the outside of the main cushion110, which is folded and rolled up. Therefore, the guide cushion120is relatively earlier than the main cushion110in the initial stage of deployment of the main cushion110and the guide cushion120, and, as such, the main cushion110is pushed toward the inside of the vehicle by the inflated and deployed guide cushion120. However, the shape in which the guide cushion120is folded around the main cushion110is not limited thereto, and the guide cushion120may be folded around the outside of the main cushion110in various ways. For example, as shown inFIG.3B, an end portion of the guide cushion120may be folded inwards toward the main cushion110. In addition, as shown inFIG.3C, the end portion of the guide cushion120may be folded toward the inside of the vehicle. Next, an embodiment of the process whereby the curtain airbag according to the embodiment of the present invention configured as described above is deployed will be described. FIGS.4A to4Care views showing the process whereby the curtain airbag according to the embodiment of the present invention is deployed. FIG.4Ais a view showing the state in which the curtain airbag is usually stored, and the main cushion110and the guide cushion120are folded together in a roll shape and stored in the space surrounded by the outboard member50, the head liner52, and the trim51. In this state, when an accident occurs, the inflator20is operated to eject gas. After that, the ejected gas inflates the primary deployment area121of the guide cushion120and simultaneously flows to the main cushion110to inflate the same. Next, as shown inFIG.4B, the primary deployment area121of the guide cushion120is first inflated and deployed. In this case, the primary deployment area121of the guide cushion120is inflated between the main cushion110and the outboard member50of the vehicle, and is deployed in a direction such that the main cushion110is pushed toward the inside of the vehicle. Meanwhile, while the primary deployment area121of the guide cushion120is inflated, the main cushion110starts to be inflated. At this time, the secondary deployment area122of the guide cushion120, folded around and surrounding the outside of the main cushion110, is unfolded, and, as such, the secondary deployment area122thereof is located between the main cushion110and the trim51. In this state, when gas is continuously ejected from the inflator20, as shown inFIG.4C, the gas is inflated and deployed up to the secondary deployment area122of the guide cushion120, and the deployed secondary deployment area122of the guide cushion120pushes away the main cushion110, which is currently being deployed, from the trim51. Next, as the gas is continuously supplied to the main cushion110, the main cushion110is completely deployed. In this manner, the present invention allows the main cushion110to be deployed without interfering with the trim51by sequentially deploying the primary deployment area121and the secondary deployment area122of the guide cushion120, thereby improving the deployability thereof. Particularly, in order to deploy the main cushion110while avoiding the trim51, a separate component such as the ramp30of the related art is not necessary, thereby making it possible not only to reduce the cost of manufacturing the curtain airbag100but also to eliminate labor required for ramp assembly. As is apparent from the above description, a guide cushion extending from a main cushion is provided to push the main cushion toward an inside of the vehicle at an initial stage of inflation of the main cushion, thereby improving reliability of deployment of the main cushion. Particularly, since it is not necessary to include a component such as a ramp of the related art, which is a separate injection-molded plastic product, the component guiding a deployment direction of the main cushion, it is possible not only to reduce the cost of manufacturing the curtain airbag but also to eliminate labor required for ramp assembly, thereby improving productivity of the curtain airbag. Although the present invention has been described with reference to the accompanying drawings and preferred embodiments, the present invention is not limited thereto, and is defined by the appended claims and their equivalents. Therefore, it will be appreciated by those skilled in the art that various modifications and changes can be made to these embodiments without departing from the spirit and scope of the invention as defined by the appended claims. | 11,453 |
11858450 | DETAILED DESCRIPTION The present invention relates generally to vehicle airbags and, in particular, relates to a roof-mounted airbag with tethers.FIGS.1-2illustrate an example vehicle safety system in the form of an occupant restraint system10. The vehicle20extends along a centerline22from a first or fore end24to a second or aft end26. The vehicle20extends to a left side28and a right side30on opposite sides of the centerline22. The first end24of the vehicle20includes an instrument panel42facing a passenger compartment or cabin40. A windshield or windscreen44can be located between the instrument panel42and the roof32. The vehicle20can be an autonomous vehicle, in which case the cabin40can be without operator controls, such as a steering wheel, pedals, instrumentation, center console, etc. Accordingly, the instrument panel42can be reduced in size or removed altogether in order to maximize the space in the cabin40. Seats50are positioned in the cabin40. In this open passenger cabin40configuration, the vehicle seats50can be configured, positioned, and arranged in a variety of manners, not constrained by the need to facilitate a vehicle driver/operator. For example, inFIG.2, the seats50can be arranged in front and rear rows52and54, respectively, facing each other, with the front row facing rearward toward the rear row. Alternatively, the front and rear rows52and54can both be arranged in a forward-facing manner (not shown), similar to that of conventional automobiles. In either case, each seat50is fitted with a seatbelt56for restraining its occupant60. Control interfaces for climate controls, GPS, navigation, entertainment, etc. can, for example, be provided in a center console area of the vehicle20located between the occupants60of the front and/or rear rows52,54. For the unconventional, forward-rearward seating arrangement ofFIG.2, in the event of a frontal crash, the occupants60of the forward-facing rear row54are restrained by their respective seatbelts56. Occupants60of the rear-facing front row52, while buckled, are supported in a frontal crash by the seatbacks of the vehicle seats50. Because of this, the seats50must be constructed to support the occupants60in the event of a crash. For the forward-facing occupants60in the rear row54, the seatbelts56offer some degree of restraint. It is desirable, however, for both rows52,54to include additional restraints for head and neck support. Since the front row52need not face forward and need not be in close proximity to the instrument panel42or the area where an instrument panel would normally reside, there can be a large volume of space between the front row52and the forward cabin structure presented facing the front row. Because of this, it may not be efficient to deploy airbags from this location due to the large volume that the airbags would need to occupy. This would present problems in sizing the airbag(s) and inflator(s) to occupy that large volume, and could also present problems in deploying the airbag(s) into that large volume in the necessary short time required to protect the occupants in a crash scenario. It is therefore evident that the various passenger seating configurations enabled by autonomous vehicles can present challenges to the conventional concepts of airbag protection. Furthermore, since airbags require structure supporting the deployed airbag against movement in response to occupant penetration (e.g., a reaction surface), the absence of typical vehicle architecture that acts as a reaction surface, such as an instrument panel, presents additional challenges. With this in mind, the occupant restraint system10shown inFIGS.1-2includes at least one airbag module68for placement along the roof32of the vehicle20. Each airbag module68includes at least one vehicle occupant protection device in the form of an inflatable curtain airbag70and an inflator74for providing inflation fluid to the airbag. Mounting the airbag module68in the vehicle roof32is convenient because the airbags70can be positioned in a location with a desired proximity to the occupants60they are intended to help protect. This can help reduce the necessary inflatable volume of the airbags70and can also help provide a desired airbag deployment time without requiring an excessively high-volume inflator. The airbag modules68are housed/concealed in the roof structure of the vehicle20behind, for example, a roof liner72. The airbag70is at least one of rolled and folded within the airbag module68before being placed behind the roof liner72. The inflator74is operatively connected (e.g., by wires) to an airbag controller80(seeFIG.2) that includes or communicates with one or more crash sensors (not shown). The controller80is operative to determine the occurrence of a crash event (e.g., front, rear, side, oblique, etc.) and to actuate the inflator74in a known manner to inflate the airbag70. The inflator74can be of any known type, such as stored gas, solid propellant, augmented or hybrid. The airbag70can be constructed of any suitable material, such as nylon (e.g., woven nylon 6-6 yarns), and may be constructed in any suitable manner. For example, the airbag70may include one or more pieces or panels of material. If more than one piece or panel is used, the pieces or panels can be interconnected by known means, such as stitching, ultrasonic welding, heat bonding, or adhesives, to form the airbag70. The airbag70can be uncoated, coated with a material, such as a gas impermeable urethane, or laminated with a material, such as a gas impermeable film. The airbag70can therefore have a gas-tight or substantially gas-tight construction. Those skilled in the art will appreciate that alternative materials, such as polyester yarn, and alternatives coatings, such as silicone, may also be used to construct the airbag70. The occupant restraint system10can include multiple airbag modules68provided along the roof32and within the roof liner72at locations associated and aligned with each seat50in each row52,54. In other words, each seat50in the vehicle20can have an individual airbag module68and, thus, each seat can have an individual airbag70associated and aligned therewith. In each case, the airbag70is positioned in front of the associated seat50in each row52,54in the direction the occupants60in those seats would face (i.e., rearward of the front row52and forward of the rear row54). The airbags70extend in the left-to-right direction of the vehicle20generally parallel to the width of the seats50. Alternatively, a single airbag70can span the entire width of the cabin40to protect all the occupants60in an entire row52or54(not shown). In the example shown inFIG.2, airbags70are provided behind the roof liner72and associated with a seat50in each row52,54. The airbag modules68are identical and, thus, the construction and operation of only the airbag module associated with a seat50in the rear row54is discussed for brevity. As shown inFIG.3, upon sensing the occurrence of an event for which inflation of the airbag70is desired, such as a vehicle collision, the controller80provides signals to the inflator74. Upon receiving the signals from the controller80, the inflator74is actuated and provides inflation fluid to the inflatable volume of the airbag70in a known manner. The inflating airbag70exerts a force on the roof liner72, which causes the roof liner to open. This releases the airbag70to inflate and deploy from its stored condition behind the roof liner72to a deployed condition extending into the cabin40forward of and aligned with a seat50in the rear row54. The airbag70, while inflated, helps protect the vehicle occupant60in the rear row54by absorbing the impact of the occupant. The inflated airbag70, when deployed, extends from an upper end82to a lower end84. The upper end82is connected to the vehicle20and fluidly connected to the inflator74. The lower end84is positioned adjacent an occupant60in the seat50in the rear row54. The lower end84can be spaced from the lap/lower torso of the occupant60(as shown) or engage the occupant's lap/lower torso (not shown). As noted, there is no vehicle structure in position to act as a reaction surface to constrain movement of the deployed airbag70. Consequently, the occupant restraint system10includes tethers110,120(see alsoFIG.1) associated with each airbag70and extending from each airbag to locations adjacent to or at the roof32. Each tether110is formed from a single piece of inextensible material and extends from a first end112connected to the lower end84of the airbag70and a second end114positioned adjacent the roof32. The first end112can be formed as a stress reducer for spreading the connection between the tether110and the airbag70over a larger surface area of the airbag fabric so as to prevent tearing. Each tether120(see alsoFIG.5) is formed from a single piece of inextensible material and extends from a first end122connected to the lower end84of the airbag70and a second end124positioned adjacent the roof32. The first end122can be formed as a stress reducer for spreading the connection between the tether120and the airbag70over a larger surface area of the airbag fabric so as to prevent tearing. A first retractor140is secured to the roof32and connected to the second end114of the first tether110. A second retractor150(FIG.1) is secured to the roof32and connected to the second end124of the second tether120. Both retractors140,150are connected to the controller80and can be actuated thereby. As shown inFIG.1, the tethers110,120and respective retractors140,150are positioned on opposite sides of the airbag70, namely, the inboard and outboard sides of each airbag. The tethers110,120associated with the airbags70adjacent each rear row54are connected via the retractors140,150to the roof32at locations rearward of the occupant-facing portion of the airbag. Because the occupant60is belted, a frontal crash resulting in forward occupant movement causes the occupant to bend at the waist and follow an angled or arcuate path toward the airbag70, as indicated generally by the arrow F inFIG.3. Advantageously, as shown inFIG.3, the locations of the retractors140,150(where the second ends114,124connect to the roof32) can be selected such that the tethers110,120extend in directions or along paths that approximate or coincide with (i.e., lies substantially parallel to or coextensive with) the path along which the occupant60travels into contact with the airbag70. In this manner, the tension force in the tethers110,120that apply to the airbag70can oppose the impact forces applied to the airbag by the penetrating occupant60. As a result, the roof32, through the tethers110,120and retractors140,150, acts as the reaction surface for the airbag70. The example configuration ofFIG.3therefore requires no interaction with forward structure of the vehicle20, such as an instrument panel, steering wheel or seat, to provide a reaction surface for the airbag. With this in mind, the retractors140,150can cooperate with the controller80to control or adjust the lengths of the tethers110,120prior to and during deployment of the airbag70as well as during occupant60penetration into the airbag. To this end, a portion of each tether110,120can be spooled on the respective retractor140,150prior to deployment of the airbag70. Furthermore, a weight sensor160(FIG.3) can be positioned in or on each seat50for detecting the weight of the occupant60therein. Each weight sensor160sends a signal indicative of the weight of the occupant60in that particular seat50to the controller80. When the airbag70deploys but prior to occupant60penetration (FIG.3), the retractors140,150can release or unspool a portion of each tether110,120such that each tether is taught and has a predetermined first length L1. The first length L1can be selected to position the deployed airbag70in a prescribed orientation (e.g., angle and/or distance) relative to the occupant60. In any case, the tethers110,120maintain the lower end84of the airbag70in the position shown to prevent swinging/pivoting of the airbag about the inflator74when the airbag is penetrated by the occupant60. The occupant60moves in the path F and ultimately impacts and penetrates the inflated and deployed airbag70, as shown inFIG.4. The retractors140,150can be configured to adjust the length of the tethers110,120as the occupant60penetrates the airbag70based on the occupant's size. More specifically, the controller80, in response to signals received from the weight sensor160, can actuate the retractors140,150to release or unspool the tethers110,120until the tethers have a second length L2longer than the first length L1. Due to this configuration, the occupant60is permitted to ride down the airbag70and experience a more gradual reaction with the airbag while the tethers110,120and roof32provide a reaction surface for the deployed, moving airbag. In other words, providing an airbag70with tethers110,120that lengthen via the retractors140,150during occupant60penetration advantageously allows for a gradual slowdown of the penetrating occupant into the airbag in a prescribed manner. To this end, the difference between the first and second lengths L1, L2will increase with the size of the occupant60. A smaller occupant60will impact the airbag70with relatively less force and therefore need less of a ride-down effect (i.e., less lengthening of the tethers110,120during occupant penetration). On the other hand, a larger occupant60will impact the airbag70with relatively more force and therefore need more of a ride-down effect (i.e., more lengthening of the tethers110,120during occupant penetration). In each case, the retractors140,150not only dictate the first length L1of the tethers110,120to position the deployed airbag70in a desired position relative to the occupant60but also dictate the second, longer length L2based on the detected occupant60size. In another example shown inFIG.5, the tethers110,120have different lengths when the airbag70is deployed. This can occur, for example, when the vehicle crash is oblique. When the controller80determines an oblique crash has occurred, the controller actuates the retractors140,150such that the airbag70is deployed asymmetrically within the vehicle20(e.g., extends at an angle relative to the inboard-outboard direction of the vehicle). In one instance when the occupant60is closer to the left side28of the vehicle20, the inboard retractor140releases more of the first tether110than the outboard retractor150releases of the second tether120. The first tether110therefore has a length L3greater than a length L4of the second tether120. As a result, the inboard side of the airbag70is more forward in the vehicle20than the outboard side of the airbag. Alternatively, if the occupant60is closer to the right side30of the vehicle20(not shown), the inboard retractor140releases less of the first tether110than the outboard retractor150releases of the second tether120. The first tether110therefore has the length L4less than the length L3of the second tether120. As a result, the outboard side of the airbag70is more forward in the vehicle20than the inboard side of the airbag. In both cases, the retractors140,150subsequently cooperate with the controller80and weight sensor160to control the ride down effect on the occupant60into the airbag70by allowing the tethers110,120to lengthen in a prescribed manner during occupant penetration. Although the descriptions of the airbags70and the tethers110,120above are directed to the rear row54of seats50, it will be appreciated that the same airbags and tethers can be provided for the front row52of seats (seeFIGS.1-2). Since the seats50in the rows52,54face in opposite directions, the purposes of their respective airbags70differ from each other. In the event of a frontal vehicle crash, the rearward-facing seats50in the front row52will help protect their occupants60by absorbing the impact of the occupants. The airbags70of the forward-facing rear seats50in the rear row54will help protect their occupants60by absorbing the impact energy of the occupants. In the event of a rear vehicle crash, the seatbacks of the forward-facing seats50in the rear row54will help protect their occupants60by absorbing the impact with the occupants. The airbags70of the rearward-facing seats50in the front row52will help protect their occupants60by absorbing the impact energy of the occupants. What have been described above are examples of the present invention. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the present invention, but one of ordinary skill in the art will recognize that many further combinations and permutations of the present invention are possible. Accordingly, the present invention is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. | 16,978 |
11858451 | DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. Various embodiments of the invention are described herein with reference to the related drawings. Alternative embodiments of the invention can be devised without departing from the scope of this invention. Various connections and positional relationships (e.g., over, below, adjacent, etc.) are set forth between elements in the following description and in the drawings. These connections and/or positional relationships, unless specified otherwise, can be direct or indirect, and the present disclosure is not intended to be limiting in this respect. Accordingly, a coupling of entities can refer to either a direct or an indirect coupling, and a positional relationship between entities can be a direct or indirect positional relationship. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. Turning now to an overview of the aspects of the disclosure, embodiments of the disclosure include an airbag module having a vertical restrictor disposed within the airbag cushion. In exemplary embodiments, the vertical restrictor includes one or more straps that are configured to limit the distance that the airbag cushion travels in a vertical direction during inflation. As used herein, the vertical direction is a direction approximately perpendicular to the top surface of the airbag module. By limiting the distance the airbag cushion travels in the vertical direction during inflation, the vertical restrictor prevents the airbag cushion from shattering the windshield. Referring now toFIGS.1A,1B,1C and1D, a portion of an interior100of a vehicle having an airbag module104with a vertical restrictor112are shown during various stages of deployment of the airbag cushion110.FIG.1Ashows the airbag module104prior to deployment of the airbag cushion110,FIGS.1B and1Cshow the airbag module104during deployment of the airbag cushion110, andFIG.1Dshows the airbag module104after deployment of the airbag cushion110. As illustrated, the airbag module104is located below a dashboard102and in front of a passenger seat108. The airbag module104includes an airbag cushion110and a vertical restrictor112disposed within the airbag cushion110. During deployment of the airbag cushion110, the vertical restrictor112is configured to ensure that the airbag cushion110does not break or shatter the windshield106. In one embodiment, the vertical restrictor prevents the airbag cushion from impacting the windshield106. In another embodiment, the vertical restrictor112is configured to limit the force with which the airbag cushion110impacts the windshield106to ensure that the windshield106is not broken or shattered. In exemplary embodiments, the vertical restrictor112includes one or more straps that are affixed at one end to the airbag cushion110and at the other end to a housing or retainer of the airbag module104. The lengths of the one or more straps are determined based at least in part upon a distance between the airbag module and the windshield106. In exemplary embodiments, the lengths of the one or more straps are further determined based upon the elasticity of a material that the one or more straps are made from. In exemplary embodiments, the use of the vertical restrictor112disposed within the airbag cushion110permits greater control of a vertical distance that the airbag cushion110will travel during deployment and therefore allows for greater freedom in the placement of the airbag module104. In one embodiment, the airbag module104can be placed substantially closer to a front of a vehicle than a traditional airbag module without increasing the risk of shattering the windshield106during deployment of the airbag cushion. In exemplary embodiments, the airbag module104also includes a low-risk deployment (LRD) flap120that is disposed on the outside of the airbag cushion110. The LRD flap120is affixed at one end to the airbag module104and has an opposing end that is placed atop of the airbag cushion110. During inflation of the airbag cushion110, the LRD flap120is configured to control a trajectory of the airbag cushion during inflation when contacting an out of position occupant. In exemplary embodiments, the placement of the vertical restrictor112within the airbag cushion110prevents interactions between the vertical restrictor112and the LRD flap120during inflation of the airbag cushion. Referring now toFIGS.2A and2Bcross-sectional and disassembled views of an airbag module200in accordance with exemplary embodiments are respectively shown. As best shown inFIG.2B, the airbag module200includes an inflator202, a retainer204, a housing208that is affixed to the retainer204by one or attachment devices206, an airbag cushion210, a low-risk deployment (LRD) flap220, and a wrap214. The airbag cushion210includes a vertical restrictor212that is disposed inside the airbag cushion210. In one embodiment, the vertical restrictor212is affixed to the retainer204by one or more attachment devices206and to the airbag cushion210using a plurality of stitches. The airbag module200is disposed below a dashboard218and a deployment door216. The LRD flap220includes a first end fixed to the retainer204and a second end placed atop of the folded cushion. In one embodiment, the low-risk deployment (LRD) flap220is configured to protect the head of an out of position occupant as the airbag cushion210is deployed and the head comes in contact with the airbag cushion210. In another embodiment, the LRD flap220is configured to control the trajectory of the airbag cushion210during inflation. In exemplary embodiments, the placement of the vertical restrictor212inside of the airbag cushion210, as opposed to outside of the airbag cushion210, prevents interaction between the vertical restrictor212and the LRD flap220. Referring now toFIG.3a vertical restrictor300in accordance an embodiment is shown. As illustrated, the vertical restrictor300is a circular strap that includes an aperture304configured to receive a portion of the inflator and a plurality of apertures306that are configured to secure the strap to the retainer. In one embodiment, the vertical restrictor300also includes one or more indicators302that are used to indicate locations for stitching the vertical restrictor300to an airbag cushion. In exemplary embodiments, the length of vertical restrictor300is determined based, at least in part, on the available space between an airbag, module and a windshield. In addition, the length of the vertical restrictor300can be further based on the elasticity of the vertical restrictor300. FIGS.4A and4Brespectively show a frontal and side view of a vertical restrictor in accordance with an exemplary embodiment. As illustrated, the vertical restrictor400is a strap that includes a plurality of apertures406that are configured to secure the vertical restrictor400to the retainer at a first end of the vertical restrictor. The vertical restrictor also includes one or more indicators402that are used to indicate locations for stitching the vertical restrictor400to an airbag cushion. In exemplary embodiments, the vertical restrictor400includes a folded portion409that includes one or more stitches408, such as tack or basting stitches. The one or more stitches408are configured to secure the folded portions409of the vertical restrictor400to one another and to separate from one another during inflation of the airbag cushion. In one embodiment, the one or more stitches408are configured to incrementally separate in a controlled manner. For example, different stitches408are configured to fail in response to different amounts of force. The length of the vertical restrictor400, the number and location of the folds and stitches408that are used to secure the folds are determined based on the desired kinematics of the inflation of the airbag cushion and the available space between an airbag module and a windshield. In addition, the length of the vertical restrictor400can be further based on the elasticity of the vertical restrictor400. Referring now toFIGS.5A and5Bcross-sectional views of a vertical restrictor500disposed within an airbag cushion510in accordance with an exemplary embodiment are shown. The vertical restrictor500includes a first end having a plurality of apertures506that are configured to secure the vertical restrictor500to a retainer at a first end of the vertical restrictor. The opposing end of the vertical restrictor500is secured to the airbag cushion510via one or more stitches512.FIGS.5C and5Dshow cross-sectional views of vertical restrictors500disposed within an airbag cushion510in accordance with additional exemplary embodiments. The vertical restrictors500shown inFIGS.5C and5Dinclude folded portions509that have folds that are secured to one another by one or more stitches508. Stitches508are configured to secure the folded portions509of the vertical restrictor500to one another and to allow the folds to separate from one another during inflation of the airbag cushion510. In exemplary embodiments, the number and location of the folds and stitches508that are used to secure the folds are determined based on the desired kinematics of the inflation of the airbag cushion510. In exemplary embodiments, the vertical restrictor is made of a material suitable to withstand the stress of the deployment of the airbag cushion without ripping or tearing. In addition, the material may be selected for the vertical restrictor based at least in part on the elasticity of the material. In one embodiment, the vertical restrictor is made of nylon, which may be coated or uncoated. In other embodiments, the vertical restrictor is made of a polyester material or a rubberized urethane. In exemplary embodiments, the durability and elasticity of the material across a wide range of environmental conditions (i.e., different operating temperatures) are considered in selecting the material for the vertical restrictor Various configurations of vertical restrictors have been shown and described herein, however, it will be appreciated by those of skill in the art that numerous other configurations of vertical restrictors may be used and that the embodiments shown and described herein are intended to be exemplary in nature and are not exhaustive. FIG.6shows a portion of an interior600of a vehicle having an airbag module604with a vertical restrictor612and horizontal restrictor616after airbag deployment in accordance with an exemplary embodiment. As illustrated, the airbag module604is located below a dashboard602and in front of a seat608. The airbag module604includes an airbag cushion610, a vertical restrictor612disposed within the airbag cushion610, and a horizontal restrictor616disposed within the airbag cushion610. The vertical restrictor612includes a first portion that is affixed to the airbag cushion610and a second portion that is affixed to a housing of the airbag module604. In exemplary embodiments, the airbag module604also includes a low-risk deployment (LRD) flap620that is disposed on the outside of the airbag cushion610. During deployment of the airbag cushion610, the vertical restrictor612is configured to ensure that the airbag cushion610does not break or shatter the windshield606. In one embodiment, the vertical restrictor prevents the airbag cushion610from impacting the windshield606. In another embodiment, the vertical restrictor612is configured to limit the force with which the airbag cushion610impacts the windshield606to ensure that the windshield606is not broken or shattered. During deployment of the airbag cushion610, the horizontal restrictor616is configured to limit the distance that the airbag cushion610travels towards the seat608. In one embodiment, the horizontal restrictor616includes a first portion that is affixed to the airbag cushion610and a second portion that is affixed to vertical restrictor612. In another embodiment (not shown), the horizontal restrictor616includes a first portion that is affixed to the airbag cushion610and a second portion that is affixed to a housing or retainer of the airbag module604. In one embodiment, the airbag cushion610may include a plurality of horizontal restrictors. In exemplary embodiments, the horizontal restrictor616includes a folded portion with tack stitches similar to the vertical restrictor shown inFIG.4B. The following definitions and abbreviations are to be used for the interpretation of the claims and the specification. As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having,” “contains” or “containing,” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a composition, a mixture, process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but can include other elements not expressly listed or inherent to such composition, mixture, process, method, article, or apparatus. Additionally, the term “exemplary” is used herein to mean “serving as an example, instance or illustration.” Any embodiment or design described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments or designs. The terms “at least one” and “one or more” may be understood to include any integer number greater than or equal to one, (i.e., one, two, three, four, etc.). The terms “a plurality” may be understood to include any integer number greater than or equal to two, (i.e., two, three, four, five, etc.). The term “connection” may include both an indirect “connection” and a direct “connection.” The terms “about,” “substantially,” “approximately,” and variations thereof, are intended to include the degree of error associated with measurement of the particular quantity based upon the equipment available at the time of filing the application. For example, “about” can include a range of ±8% or 5%, or 2% of a given value. While the above disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from its scope. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiments disclosed, but will include all embodiments falling within the scope thereof. | 14,731 |
11858452 | DETAILED DESCRIPTION OF THE INVENTION In the following description, the structural or functional description specified to exemplary embodiments according to the concept of the present invention is intended to describe the exemplary embodiments, so it should be understood that the present invention may be variously embodied, without being limited to the exemplary embodiments. Embodiments described herein may be changed in various ways and various shapes, so specific embodiments are shown in the drawings and will be described in detail in this specification. However, it should be understood that the exemplary embodiments according to the concept of the present invention are not limited to the embodiments which will be described hereinbelow with reference to the accompanying drawings, but all of modifications, equivalents, and substitutions are included in the scope and spirit of the invention. It will be understood that, although the terms first and/or second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For instance, a first element discussed below could be termed a second element without departing from the teachings of the present invention. Similarly, the second element could also be termed the first element. It is to be understood that when one element is referred to as being “connected to” or “coupled to” another element, it may be connected directly to or coupled directly to another element or be connected to or coupled to another element, having the other element intervening therebetween. On the other hand, it is to be understood that when one element is referred to as being “connected directly to” or “coupled directly to” another element, it may be connected to or coupled to another element without the other element intervening therebetween. Further, the terms used herein to describe a relationship between elements, that is, “between”, “directly between”, “adjacent”, or “directly adjacent” should be interpreted in the same manner as those described above. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the present invention. Singular forms are intended to include plural forms unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” or “have” used in this specification, specify the presence of stated features, steps, operations, components, parts, or a combination thereof, but do not preclude the presence or addition of one or more other features, numerals, steps, operations, components, parts, or a combination thereof. Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs. It must be understood that the terms defined by the dictionary are identical with the meanings within the context of the related art, and they should not be ideally or excessively formally defined unless the context clearly dictates otherwise. According to the exemplary embodiment of the present invention, a controller may be realized by a nonvolatile memory (not shown), which consists of an algorithm configured to control operations of various components of a vehicle or data regarding software instructions to play the algorithm, and a processor (not shown), which is configured to perform operations described below using the data stored in the memory. The memory and processor may be realized as separate chips. Alternately, the memory and processor may be realized as an integrated single chip. The processor may have one or more forms. Hereinbelow, the air bag cushion for a vehicle according to an exemplary embodiment of the present invention will be described with reference to accompanying drawings. An air bag cushion1according to the present invention is an air bag cushion constituting an air bag apparatus for a front passenger seat. As shown inFIGS.1to5, the air bag cushion includes: a main cushion100inflating by pressure of air bag gas generated when an inflator101is operated and unfolded toward a front passenger in the front passenger seat; and a tether reinforcing fabric200coupled to the main cushion100to reinforce a tether seam portion110of the main cushion100, and configured to inflate with the main cushion by receiving the air bag gas from the main cushion100when the main cushion100inflates, and providing an auxiliary chamber210configured to be brought into contact with the head of the front passenger in the front passenger seat after inflating and prevent the rotation of the front passenger's head. Furthermore, the air bag cushion1according to the present invention includes: a tether300of which a first end is sewn on the tether seam portion110of the main cushion100and a second end is sewn on the main cushion100at a front portion of the vehicle and maintaining an inflation state of a main chamber140by a tension when the main cushion100inflates. When the main cushion100inflates by the air bag gas and is unfolded, the tension by the tether300is applied to the tether seam portion110of the main cushion100and the durability of the tether seam portion110is deteriorated. In order to reinforce the deteriorated portion, the tether reinforcing fabric200is coupled to the tether seam portion110of the main cushion100. According to the embodiment of the present invention, the tether reinforcing fabric200coupled to the tether seam portion110is used to allow the tether reinforcing fabric200to inflate with the main cushion when the main cushion100inflates, and the auxiliary chamber210is provided between the main cushion100and the tether reinforcing fabric200. In the event of a crash, the auxiliary chamber210of the tether reinforcing fabric200is used to support the head of the front passenger and to prevent the rotation of the front passenger's head, so that the safety of the front passenger can be efficiently protected even in the event of a frontal offset crash. According to the present invention, the tether reinforcing fabric200is coupled to a front surface of the main cushion100, the front surface facing the front passenger, and receives the air bag gas when the main cushion100is unfolded and inflates together with the main cushion to be unfolded, and an unfolded direction when inflating is a direction toward the front passenger. According to the present invention, the main cushion100has a double panel structure consisting of a front cushion part120facing the front passenger when inflating, and a rear cushion part130connected to the front cushion part120, extended toward the front portion of the vehicle, and coupled to the inflator. In other words, as shown inFIG.5, the main cushion100having the double panel structure is formed such that an upper edge line121of the front cushion part120and an upper edge line131of the rear cushion part130are sewn to each other, and a lower edge line122of the front cushion part120and a lower edge line132of the rear cushion part130are sewn to each other, and a left-upper edge line133and a left-lower edge line134of the rear cushion part130are sewn to each other and a right-upper edge line135and a right-lower edge line136of the rear cushion part130are sewn to each other. The front cushion part120and the rear cushion part130are sewn to each other, and when the main cushion100is unfolded, an inside space between the front cushion part120and the rear cushion part130becomes the main chamber140supporting and protecting the upper body of the front passenger. The front cushion part120and the rear cushion part130constituting the double panel structure of the main cushion100are connected to each other along a curvature line150, so that there is an advantage in which a profile same as the structure of a cushion with a chamber using a three-panels structure may be reproduced. According to the present invention, a first end of the tether300is sewn on the tether seam portion110of the front cushion part120and a second end thereof is sewn on the rear cushion part130, so that the inflation state of the main chamber140is maintained by the tension of the tether300when the main cushion100inflates. The tether seam portion110on which the first end of the tether300is sewn is provided in the front cushion part120of the main cushion100, and the tether reinforcing fabric200is coupled to a front surface of the front cushion part120, the front surface facing the front passenger, while including the tether seam portion110. The tether reinforcing fabric200is preferably made of fabric and textile material, but is not limited thereto. The front surface of the front cushion part120has a plurality of vent holes160to transfer the air bag gas to the auxiliary chamber210. The air bag cushion of the present invention is configured such that the inflator is coupled to the rear cushion part130of the main cushion100and the air bag gas is generated when the inflator is operated to allow the main cushion100to inflate and be unfolded, the air bag gas in the main cushion100is transferred to the auxiliary chamber210through the plurality of vent holes160, and the air bag gas flowing into the auxiliary chamber210allows the tether reinforcing fabric200to inflate and be unfolded. According to the present invention, an edge line of the tether reinforcing fabric200is sewn on an edge line of the front surface of the front cushion part120. As shown inFIG.4, before the tether reinforcing fabric200inflates, the tether reinforcing fabric200is in close contact with the front surface of the front cushion part120and is maintained in a state of being folded several times. In order to maintain the folded state of the tether reinforcing fabric200, a first coupling portion410is provided to sew the front cushion part120and the folded tether reinforcing fabric200simultaneously, and the first coupling portion410is broken by inflation pressure of the tether reinforcing fabric200when the tether reinforcing fabric200folded as shown inFIG.4inflates by pressure of the air bag gas as shown inFIG.3, and the tether reinforcing fabric200may efficiently inflate and be unfolded as the first coupling portion410is broken. The first coupling portion410may provide the sewing with a weak coupling force. Then, the tether reinforcing fabric200in the folded state as shown inFIG.4inflates by receiving pressure of the air bag gas as shown inFIG.3, and after inflating, the auxiliary chamber210is formed between the tether reinforcing fabric200and the front cushion part120, and the auxiliary chamber210includes a first auxiliary chamber211and a second auxiliary chamber212that are formed symmetrically left and right. According to the embodiment of the present invention, in order to maintain the forms of the first auxiliary chamber211and the second auxiliary chamber212, a second coupling portion420is provided to simultaneously sew the front cushion part120and the tether reinforcing fabric200, so that the second coupling portion420maintains a coupled state between the front cushion part120and the tether reinforcing fabric200without being broken when the tether reinforcing fabric200inflates. The second coupling portion420is located on a portion of each of the first auxiliary chamber211and the second auxiliary chamber212, and may provide the sewing with a coupling force stronger than the coupling force of the first coupling portion410. The auxiliary chamber210formed when the tether reinforcing fabric200is unfolded includes the first auxiliary chamber211and the second auxiliary chamber212that are formed symmetrically left and right. Therefore, when the head of the front passenger is brought in contact with the auxiliary chamber210in a crash, the first auxiliary chamber211and the second auxiliary chamber212can support the front passenger's head to prevent the rotation of the front passenger's head. As described above, the air bag cushion according to the embodiment of the present invention is configured such that the tether reinforcing fabric200coupled to the tether seam portion110of the main cushion100is used to allow the tether reinforcing fabric200to inflate with the main cushion when the main cushion100inflates and the auxiliary chamber210is formed between the main cushion100and the tether reinforcing fabric200by the inflating tether reinforcing fabric200. In the event of a crash, the auxiliary chamber210of the tether reinforcing fabric200is used to support the head of the front passenger, and to prevent the rotation of the front passenger's head, so that the safety of the front passenger can be efficiently protected even in the event of a frontal offset crash. The air bag cushion for a vehicle according to the present invention includes the auxiliary chamber210formed when the tether reinforcing fabric200is unfolded including the first auxiliary chamber211and the second auxiliary chamber212that are formed symmetrically left and right. Therefore, when the head of the front passenger is brought into contact with the auxiliary chamber210in a crash, the first auxiliary chamber211and the second auxiliary chamber212may support the head of the front passenger at the left and right of the front passenger, so that the movement of the head of the front passenger can be efficiently protected and the front passenger can be further safely protected in the event of a frontal offset crash. Although the preferred embodiment of the present invention has been disclosed in detail only with respect to the above specific embodiments, those skilled in the art will appreciate that various modifications, additions, and substitutions are possible, without departing from the spirit and scope of the present invention, and it is appropriate that the various modifications, additions, and substitutions belong to the accompanying claims. | 14,006 |
11858453 | DETAILED DESCRIPTION An assembly includes a seat back having a top end and a bottom end. The assembly includes an airbag supported by the seat back at the top end. The airbag is inflatable to an inflated position that extends forward and upward from the top end of the seat back. The airbag in the inflated position has an inboard panel and outboard panel that define an inflation chamber therebetween. The assembly includes a tether in the inflation chamber. The tether is fixed to the inboard panel and the outboard panel between a front edge of the tether and a rear edge of the tether. The front edge of the tether defines a first width, and the rear edge of the tether defines a second width that is less the first width. The airbag in the inflated position may extend above the top end of the seat back. The assembly may include a headrest supported by the seat back at the top end, the airbag in the inflated position forward of and aligned with the headrest. The front edge of the tether may be at a front surface of the headrest. The front edge of the tether may be above the rear edge of the tether relative to the seat back. The front edge of the tether may be above the top end of the seat back. The inflation chamber may extend forward of the front edge of the tether and rearward of the rear edge of the tether. The tether may separate the inflation chamber into a top portion and a bottom portion, the top portion may be open to the bottom portion forward and rearward of the tether. The assembly may include a second airbag supported by the seat back between the airbag and the bottom end of the seat back, the second airbag inflatable to a second inflated position below the airbag in the inflated position. The airbag in the inflated position may include a bottom edge and the second airbag in the second inflated position may include a top edge that extends transverse to the bottom edge. The bottom edge of the airbag may abut the top edge of the second airbag proximate to the seat back and may be spaced distal from the seat back. The seat back may include a first side and a second side spaced from each other along a lateral axis, the airbag and the second airbag supported at the first side. The assembly may include a seat bottom, the seat back supported by the seat bottom at the bottom end of the seat back, the second airbag in the second inflated position between the airbag in the inflated position and the seat bottom. The seat back and the seat bottom may collectively define an occupant seating area having an occupant torso portion and an occupant head portion, the airbag in the inflated position may be at the occupant head portion and the second airbag in the second inflated position at the occupant torso portion. The occupant seating area, including the occupant head portion, may correspond to a 50th percentile adult male hybrid III dummy. The airbag may be inflatable independent of the second airbag. With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a vehicle20having a seat22is shown. The seat22includes a seat back24having a top end26and a bottom end28. The seat22includes a first airbag30supported by the seat back24at the top end26. The first airbag30is inflatable to a first inflated position that extends forward and upward from the top end26of the seat back24relative to the seat22. The first airbag30in the first inflated position has an inboard panel32and outboard panel34that define an inflation chamber36therebetween. The seat22includes a tether38in the inflation chamber36. The tether38is fixed to the inboard panel32and the outboard panel34between a front edge40of the tether38and a rear edge42of the tether38. The front edge40of the tether38defines a first width W1. The rear edge42of the tether38defines a second width W2that is less the first width W1. The first airbag30in the first inflated position may control kinematics of a head H of an occupant O of the seat22, e.g., subsequent to detection of certain impacts to the vehicle20and related inflation of the first airbag30. The tether38may limit movement of the inboard panel32away from the outboard panel34and increase reaction pressure provided against the head H by the first airbag30, e.g., relative to an airbag not having the tether38(not shown). In other words, the tether38may limit a volume of the inflation chamber36at the tether38and an amount of inflation medium than can enter such volume from other portions of the inflation chamber36when force is applied to the first airbag30, e.g., forward of the tether38in the first inflated position. With reference toFIG.1, the vehicle20may be any suitable type of automobile, e.g., a passenger or commercial automobile such as a sedan, a coupe, a truck, a sport utility vehicle, a crossover vehicle, a van, a minivan, a taxi, a bus, etc. The vehicle20, for example, may be an autonomous vehicle. In other words, the vehicle20may be autonomously operated such that the vehicle20may be driven without constant attention from a driver, i.e., the vehicle20may be self-driving without human input. The vehicle20may define a passenger cabin44to house occupants, if any, of the vehicle20. The passenger cabin44may extend across the vehicle20, i.e., from one side to the other side of the vehicle20along a lateral axis A1. The passenger cabin44includes a front end and a rear end with the front end being in front of the rear end during forward movement of the vehicle20. One or more seats22may be supported in the passenger cabin44, e.g., by a floor of the vehicle20. Each seat22may include the seat back24and a seat bottom46that can support the occupant O of the seat22. For example, the occupant O of the seat22may sit atop the seat bottom46and recline against the seat back24. With reference toFIGS.1-4, the seat back24may include a seat back frame48and a covering (not numbered) supported on the seat back frame48. The seat back frame48may include tubes, beams, etc. Specifically, the seat back frame48includes a pair of upright frame members. The upright frame members are elongated, and specifically, are elongated in a generally upright direction when the seat back24is in a generally upright position. The upright frame members are spaced from each other along the lateral axis A1. The seat back frame48may include cross-members (not shown) extending between the upright frame members. The seat back frame48, including the upright frame members, may be of any suitable plastic material, e.g., carbon fiber reinforced plastic (CFRP), glass fiber-reinforced semi-finished thermoplastic composite (organosheet), etc. As another example, some or all components of the seat back frame48may be formed of a suitable metal, e.g., steel, aluminum, etc. The covering may include upholstery and padding. The upholstery may be cloth, leather, faux leather, or any other suitable material. The upholstery may be stitched in panels around the frame. The padding may be between the covering and the seat back frame48and may be foam or any other suitable material. The seat back24has the top end26and the bottom end28. The bottom end28is at, e.g., abuts, the seat bottom46. The top end26is spaced from, e.g., distal to, the seat bottom46. In other words, the top end26and the bottom end28are opposite ends, with the top end26above the bottom end28along a vertical axis A2. The seat back24includes a first side50and a second side52spaced from each other along the lateral axis A1. The lateral axis A1is perpendicular to the vertical axis A2. For example, the first side50may be at a right of the occupant O seated in the seat22, and the second side52may be at a left of the occupant O. The first side50may be outboard of the second side52relative to vehicle20. In other words, the first side50may be farther from a center of the vehicle20than the second side52from the center of the vehicle20along the lateral axis A1. The seat back24is supported by the seat bottom46at the bottom end28of the seat back24, e.g., via the seat back frame48. The seat bottom46extends forward from the seat back24relative to the seat22. The seat back24may be stationary or movable relative to the seat bottom46. The seat back24and the seat bottom46may be adjustable in multiple degrees of freedom. Specifically, the seat back24and the seat bottom46may themselves be adjustable, in other words, adjustable components within the seat back24and/or the seat bottom46, and/or may be adjustable relative to each other. The seat22may include a headrest54. The headrest54may control kinematics of the head H of the occupant O of the seat22. The headrest54is supported by the seat back24at the top end26of the seat back24. The headrest54may be stationary or movable relative to the seat back24. The seat back24may be supported by the seat bottom46and may be stationary or movable relative to the seat bottom46. The seat back24and the headrest54may be adjustable in multiple degrees of freedom. Specifically, the seat back24and/or the headrest54may themselves be adjustable and/or may be adjustable relative to each other. The seat back24and the seat bottom46collectively define an occupant seating area OSA. The occupant seating area OSA is a volume relative to the seat22which is occupied by the occupant O when seated on the seat bottom46reclining against the seat back24. The occupant seating area OSA extends upward from a top surface56of the seat bottom46and forward from a front surface58of the seat back24. The occupant seating area OSA may have an occupant torso portion OTP and an occupant head portion OHP. The occupant torso portion OTP is a volume relative to the seat22which is occupied by a torso T of the occupant O when seated on the seat bottom46reclining against the seat back24. The occupant head portion OHP is a volume relative to the seat22which is occupied by the head H the occupant O when seated on the seat bottom46reclining against the seat back24. The occupant head portion OHP is above the occupant torso portion OTP. The occupant torso portion OTP may extend upward from the top surface56of the seat bottom46, e.g., to the top end26of the seat back24. The occupant head portion OHP may extend upward from the occupant torso portion OTP, e.g., upward beyond the top end26of the seat back24. The occupant seating area OSA may be defined by the headrest54. For example, the occupant head portion OHP may be at the headrest54along the vertical axis A2, and the occupant torso portion OTP may be below the headrest54. The occupant head portion OHP may extend forward from a front surface60of the headrest54. The occupant seating area OSA, including the occupant head portion OHP, may correspond to a 50th percentile adult male hybrid III dummy. In other words, a torso of the 50th percentile adult male hybrid III dummy positioned in the seat22may occupy the occupant torso portion OTP and a head H of the 50th percentile adult male hybrid III dummy positioned in the seat22may occupy the occupant head portion OHP. The seat22includes one or more airbags30,62for controlling kinematics of the occupant O of the seat22. The airbags30,62are independently inflatable from uninflated positions to inflated positions, e.g., inflators64may actuate to inflate the airbags30,62in response to an instruction received from a computer66(shown inFIG.7). For example, the seat22may include the first airbag30inflatable to the first inflated position for controlling kinematics of the head H of the occupant O and the seat22may include a second airbag62inflatable to a second inflated position for controlling kinematics of the torso T of the occupant O. Each airbag30,62may be formed of a woven polymer or any other material. As one example, the airbags30,62may be formed of woven nylon yarn, for example, nylon 6-6. Other examples include polyether ether ketone (PEEK), polyetherketoneketone (PEKK), polyester, etc. The woven polymer may include a coating, such as silicone, neoprene, urethane, etc. For example, the coating may be polyorgano siloxane. Each of the airbags30,62may be supported by a respective housing (not shown), e.g., a first housing supporting the first airbag30and a second housing supporting the second airbag62. The housings may provide reaction surfaces for the airbags30,62in the inflated positions. The housings may be any material, e.g., a rigid polymer, a metal, a composite, etc. The first airbag30is supported at the first side50of the seat back24at the top end26. For example, the housing containing the first airbag30may be fixed to the seat back frame48at the top end26at the first side50of. The second airbag62may be supported on a same side as the first airbag30, e.g., the second airbag62may also be supported at the first side50of the seat back24. The second airbag62may be supported the seat back24between the top end26and the bottom end28, e.g., therebetween along the vertical axis V2. In other words, the second airbag62may be supported by the seat back24between the first airbag30and the bottom end28of the seat back24. For example, the housing containing the second airbag62may be fixed to the first side50of the seat back frame48below the first airbag30. The first airbag30may be inflatable independent of the second airbag62, and vice versa. In other words, the first airbag30or the second airbag62may be inflated without inflating the other of the first airbag30or the second airbag62. The first airbag30or the second airbag62may be inflated concurrently or sequentially, i.e., one before the other. With reference toFIGS.2-6, the first airbag30in the first inflated position is shown. The first airbag30in the first inflated position extends forward and upward from the top end26of the seat back24, e.g., above the top end26of the seat back24. In other words, the first airbag30in the first inflated position extends from the seat back24beyond the front surface58and away from the seat bottom46, e.g., beyond the top end26of the seat back24. The first airbag30in the first inflated position may be at the occupant head portion OHP, e.g., aligned with the occupant head portion OHP along the vertical axis A2and a longitudinal axis A3, and adjacent the occupant head portion OHP along the lateral axis A1vehicle-outboard of the seat back24. The first airbag30in the first inflated position may extend forward of the front surface60of the headrest54along the longitudinal axis A3and be aligned with the headrest54along the vertical axis A2. The first airbag30in the first inflated position includes a top edge68and a bottom edge70. The top edge68is above and opposite the bottom edge70. The first airbag30in the first inflated position includes a front edge72spaced from seat back24and extending from the top edge68to the bottom edge70. The inboard panel32is vehicle-inboard of the outboard panel34. In other words, the outboard panel34is vehicle-outboard of the inboard panel32. The inboard panel32and the other panel of the first airbag30may be woven fabric, or any suitable material. The inboard panel32may be connected to the outboard panel34along the top edge68, the bottom edge70, and the front edge72. The inboard panel32may be connected to the outboard panel34may be connected to the outboard panel34with stitching, adhesive, friction, weld, or via any suitable structure. The inboard panel32and the outboard panel34may be provided by a same sheet of woven material. The inboard panel32and the outboard panel34define the inflation chamber36therebetween, e.g., along the lateral axis A1. The inflation chamber36may extend from the top edge68to the bottom edge70, e.g., along the vertical axis A2. The inflation chamber36may extend from the seat back24to the front edge72, e.g., along the longitudinal axis A3. The first airbag30is inflated to the first inflated position by providing inflation medium to the inflation chamber36. The tether38in the inflation chamber36controls deformation and dynamics of the first airbag30in the first inflated position, e.g., to control kinematics of the head H of the occupant O. For example, the tether38may control spacing of the inboard panel32from the outboard panel34along the lateral axis A1and prevent widening of the first airbag30at the tether38. The spacing between the inboard panel32and the outboard panel34may be less than forward of the tether38, e.g., such that normal forces between the inboard panel32and the head H urge the head H rearward, or at least limit an amount of forward urge applied to the head H. The tether38extends from the front edge40of the tether38to the rear edge42. The front edge40and the rear edge42may be distal most edges of the tether38. The tether38is fixed to the inboard panel32and the outboard panel34between the front edge40and the rear edge42, e.g., via stitching, adhesive, friction weld, or any suitable structure. The tether38may be fixed to the inboard panel32and/or the outboard panel34continuously from the front edge40the rear edge42. The tether38may be planar, e.g., formed of a single panel of woven material. The first width W1defined by the front edge40of the tether38extends from the inboard panel32to the outboard panel34along the lateral axis A1. The second width W2defined by the rear edge42of the tether38also extends from the inboard panel32to the outboard panel34along the lateral axis A1. The second width W2is less the first width W1. In other words, the front edge40of the tether38is wider than the rear edge42along the lateral axis A1. A spacing from the front edge40to the rear edge42may be greater than the first width W1and the second width W2. In other words, the tether38may be longer than wide. The front edge40is forward of the rear edge42relative to the seat22. For example, the front edge40of the tether38may be between the front edge40of the first airbag30and the rear edge42of the tether38along the longitudinal axis A3. The front edge40of the tether38is above the rear edge42of the tether38relative to the seat back24. For example, the rear edge42of the tether38may be between the top edge68of the tether38and the bottom end28of the seat back24along the vertical axis A2. The front edge40of the tether38may at the front surface60of the headrest54, e.g., aligned with each other along the longitudinal axis A3. In other words, the tether38may extend from the rear edge42to the front surface60. The front edge40of the tether38may be above the top end26of the seat back24. In other words, the top end26of the seat back24may be between the front edge40of the tether38and the bottom end28of the seat back24along the vertical axis A2. The tether38separates the inflation chamber36into a top portion74and a bottom portion76. The top portion74is above the tether38. In other words, the tether38is between the top portion74and the bottom end28of the seat back24along the vertical axis A2. The bottom portion76is below the tether38. In other words, the bottom portion76is between the tether38and the bottom end28of the seat back24along the vertical axis A2. The inflation chamber36extends forward of the front edge40of tether38, e.g., along the longitudinal axis A3to the front edge40of the first airbag30in the first inflated position and beyond the front edge40of the tether38. The inflation chamber36extends rearward of the rear edge42of the tether38e.g., along the longitudinal axis A3away from the front edge40of the first airbag30in the first inflated position beyond the rear edge42of the tether38. The top portion74may be open to the bottom portion76forward and rearward of the tether38. In other words, inflation medium may flow from the top portion74to the bottom portion76, or vice versa, at a first opening78connecting the top portion74to the bottom portion76forward of the front edge40and at a second opening80connecting the top portion74to the bottom portion76rearward of the rear edge42. With reference toFIG.3, the second airbag62inflated with inflation medium to the second inflated position is shown. The second airbag62in the second inflated position is below the first airbag30in the first inflated position. In other words, the second airbag62in the second inflated position may be closer to the bottom end28of the seat back24than the first airbag30in the first inflated position is to the bottom end28. For example, the second airbag62in the second inflated position may be between the first airbag30in the first inflated position and the seat bottom46the vertical axis A2. The second airbag62in the second inflated position may be at the occupant torso portion OTP, e.g., aligned with the occupant torso portion OTP along the vertical axis A2and the longitudinal axis A3and adjacent the occupant torso portion OTP along the lateral axis A1vehicle-outboard of the seat back24. The second airbag62in the second inflated position may be below the headrest54along the vertical axis A2. The second airbag62in the second inflated position includes a top edge74and a bottom edge76. The top edge74is above and opposite the bottom edge76. The second airbag62in the second inflated position includes a front edge78spaced from seat back24and extending from the top edge74to the bottom edge76. The top edge74of the second airbag62in the second inflated position may extend transverse to the bottom edge70of the first airbag30in the first inflated position. In other words, the top edge74of the second airbag62in the second inflated position and the bottom edge70of the first airbag30in the first inflated position may be other than parallel to each other. The bottom edge70of the first airbag30may abut the top edge74of the second airbag62proximate to the seat back24and may be spaced from each other distal from the seat back24. For example, a spacing along the vertical axis A2between the top edge74of the second airbag62in the second inflated position and the bottom edge70of the first airbag30in the first inflated position may increase as the top edge74of the second airbag62and the bottom edge70of the first airbag30extends forward and away from the seat back24. The seat22may include one or more inflators64for inflating the airbags30,62to the inflated positions. The inflators64provide inflation medium to inflate the airbags30,62from uninflated positions to the inflated positions. Each inflator64may be, for example, a pyrotechnic inflator that uses a chemical reaction to drive inflation medium to the first airbag30and/or the second airbag62. The inflators64may be of any suitable type, for example, a cold-gas inflator. Each inflator64may be in fluid communication with one or more of the first airbag30and/or the second airbag62, e.g., directly, through various piping, etc. For example, one inflator64may provide inflation medium to the first airbag30and the second airbag62. As another example, one inflator64may provide inflation medium only to the first airbag30and another inflator64may provide inflation medium only to the second airbag62. The inflators64may be supported by the housings, seat back frame48, or by any other suitable structure of the seat22. With reference toFIG.7, the vehicle20may include at least one impact sensor82for sensing certain impacts of the vehicle20. The impact sensor82may be in communication with the computer66. The impact sensor82is configured to detect certain impacts to the vehicle20. Alternatively or additionally to sensing certain impacts, the impact sensor82may be configured to sense certain impacts prior to impact, i.e., pre-impact sensing. The impact sensor82may be of any suitable type, for example, post contact sensors such as accelerometers, pressure sensors, and contact switches; and pre-impact sensors such as radar, LIDAR, and vision sensing systems. The vision systems may include one or more cameras, CCD image sensors, CMOS image sensors, etc. The impact sensor82may be located at numerous points in or on the vehicle20. The vehicle20may include a communication network84. The communication network84includes hardware, such as a communication bus, for facilitating communication among vehicle components, e.g., the computer66, the impact sensor82, the inflators64, etc. The communication network84may facilitate wired or wireless communication among the vehicle components in accordance with a number of communication protocols such as controller area network (CAN), Ethernet, WiFi, Local Interconnect Network (LIN), and/or other wired or wireless mechanisms. The computer66may be a microprocessor-based computer implemented via circuits, chips, or other electronic components. For example, the computer66may include a processor, a memory, etc. The memory of the computer66may include memory for storing programming instructions executable by the processor as well as for electronically storing data and/or databases. The computer66may be programmed to actuate one or more of the inflators64, e.g., to provide an impulse to a pyrotechnic charge of one or more of the inflators64. The computer66may actuate the inflator64in response to detecting certain vehicle impacts. For example, the computer66may actuate the one or more inflators64to inflate the airbags30,62upon detecting a certain vehicle impact based on information received from the impact sensor82. Computing devices, such as the computer, generally include computer-executable instructions, where the instructions may be executable by one or more computing devices such as those listed above. Computer-executable instructions may be compiled or interpreted from computer programs created using a variety of programming languages and/or technologies, including, without limitation, and either alone or in combination, Java™, C, C++, Visual Basic, Java Script, Perl, etc. Some of these applications may be compiled and executed on a virtual machine, such as the Java Virtual Machine, the Dalvik virtual machine, or the like. In general, a processor (e.g., a microprocessor) receives instructions, e.g., from a memory, a computer-readable medium, etc., and executes these instructions, thereby performing one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transmitted using a variety of computer-readable media. A computer-readable medium (also referred to as a processor-readable medium) includes any non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that may be read by a computer (e.g., by a processor of a computer). Such a medium may take many forms, including, but not limited to, non-volatile media and volatile media. Non-volatile media may include, for example, optical or magnetic disks and other persistent memory. Volatile media may include, for example, dynamic random access memory (DRAM), which typically constitutes a main memory. Such instructions may be transmitted by one or more transmission media, including coaxial cables, copper wire and fiber optics, including the wires that comprise a system bus coupled to a processor of a computer. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, any other magnetic medium, a CD-ROM, DVD, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, an EPROM, a FLASH-EEPROM, any other memory chip or cartridge, or any other medium from which a computer can read. In some examples, system elements may be implemented as computer-readable instructions (e.g., software) on one or more computing devices (e.g., servers, personal computers, etc.), stored on computer readable media associated therewith (e.g., disks, memories, etc.). A computer program product may comprise such instructions stored on computer readable media for carrying out the functions described herein. The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described. | 28,225 |
11858454 | DETAILED DESCRIPTION A detailed description of apparatus, systems, and methods consistent with various embodiments of the present disclosure is provided below. While several embodiments are described, it should be understood that the disclosure is not limited to any of the specific embodiments disclosed, but instead encompasses numerous alternatives, modifications, and equivalents. In addition, while numerous specific details are set forth in the following description in order to provide a thorough understanding of the embodiments disclosed herein, some embodiments can be practiced without some or all of these details. Moreover, for the purpose of clarity, certain technical material that is known in the related art has not been described in detail in order to avoid unnecessarily obscuring the disclosure. As used herein, the term “substantially” refers to the complete or nearly complete extent or degree of an action, characteristic, property, state, structure, item, or result to function as indicated. For example, an object that is “substantially” cylindrical or “substantially” perpendicular would mean that the object/feature is either cylindrical/perpendicular or nearly cylindrical/perpendicular so as to result in the same or nearly the same function. The exact allowable degree of deviation provided by this term may depend on the specific context. The use of “substantially” is equally applicable when used in a negative connotation to refer to the complete or near complete lack of an action, characteristic, property, state, structure, item, or result. For example, structure which is “substantially free of” a bottom would either completely lack a bottom or so nearly completely lack a bottom that the effect would be effectively the same as if it completely lacked a bottom. Similarly, as used herein, the term “about” is used to provide flexibility to a numerical range endpoint by providing that a given value may be “a little above” or “a little below” the endpoint while still accomplishing the function associated with the range. The embodiments of the disclosure may be best understood by reference to the drawings, wherein like parts may be designated by like numerals. It will be readily understood that the components of the disclosed embodiments, as generally described and illustrated in the figures herein, could be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the apparatus and methods of the disclosure is not intended to limit the scope of the disclosure, as claimed, but is merely representative of possible embodiments of the disclosure. In addition, the steps of a method do not necessarily need to be executed in any specific order, or even sequentially, nor need the steps be executed only once, unless otherwise specified. Additional details regarding certain preferred embodiments and implementations will now be described in greater detail with reference to the accompanying drawings. FIG.1depicts a tether110for use in connection with an airbag cushion assembly, such as a knee airbag assembly, according to some embodiments. Tether110is specifically configured for use as an internal tether. In other words, it is configured to be positioned within an airbag cushion and, in preferred embodiments, to control deployment characteristics/kinematics by virtue of its unique design, configuration, placement, and/or coupling within an airbag cushion. As shown in this figure, tether110comprises a plurality of concave sides/surfaces/edges. More particularly, tether110comprises opposing sides/edges112/114that extend along an elongated axis of the tether110and that define respective concave shapes and opposing sides/edges116/118that extend in a direction between that of the elongated axis of the tether110and also define respective concave shapes. As will be discussed in greater detail below, at least one of sides/edges112/114is preferably concave (and more preferably, both). Thus, embodiments, in which only one of sides/edges112/114is concave, or in which both of sides/edges112/114are concave but in which one or both of sides/edges116/118are not, are both contemplated. With respect to sides/edges116/118, it is less important, although still useful, to form these sides using a concave shape. This is because, in preferred embodiments, only the upper and/or lower edges/sides of the tether110are sewn or otherwise attached to an inner surface of the cushion or otherwise coupled to the cushion within the cushion. By contrast, preferably, although not necessarily, sides/edges116/118remain unattached to the cushion. Still, however, it may be preferred for certain embodiments and applications to have the shape of the tether110be formed with opposing concave shapes116/118as well, as this may reduce stress on the ends of the seam or other coupling means where the tether110is sewn or otherwise coupled to the cushion—i.e., at the opposing ends of edges112and114. Providing these shapes on all four sides of the tether110may therefore be useful to allow the tether110to flex more than providing straight edges along these sides of the tether110would. However, it should be understood that embodiments are contemplated in which sides116and/or118are straight, or even convex, rather than being concave as shown inFIG.1. As also shown inFIG.1, one or more vent openings115may be formed in tether110. In preferred embodiments, vent openings115are configured to reinforce the effect of the concave shape of one or more of the sides/surface/edges of the tether110by, for example, directing inflation gases towards regions configured to deploy adjacent to the occupant's knees for a knee airbag system, for example. In some embodiments, this reinforcement may be provided by biasing the presence of the vent openings115towards opposing ends of the tether110that may correspond with ends between the elongated axis of the tether110and/or may correspond with ends between which the tether110is sewn or otherwise coupled to an inner surface or other inner region of an airbag cushion. In addition, it may be preferred to configure the internal tether110so as to be devoid of vent openings along one or more regions, such as regions configured to deploy adjacent to the space between the occupant's knees for a knee airbag assembly. Thus, in the depicted embodiment, there are two vent openings115, one positioned adjacent to the end of tether110corresponding with edge116and the other positioned to the opposite end of tether110corresponding with edge118. As discussed below and illustrated in later figures, the middle portion of tether110lacking vent openings may therefore be configured to correspond with and/or be positioned within a region of the airbag cushion to which tether110is attached that is intended to have a reduced thickness/gas pressure. It should be understood, however, that many alternative embodiments are contemplated. For example, a plurality of vent openings may be positioned on either side of a central region of the tether that may be devoid of vent openings. In other embodiments, vent openings may be omitted entirely, particularly if the reshaping of a cushion provided by the concave attachment region(s) of the tether110provides sufficient reshaping and/or reconfiguration of the desired airbag deployment kinematics. FIG.2depicts the components inside of an airbag cushion102of an airbag assembly100. As illustrated in this figure, each of a plurality of tethers is sewn or otherwise coupled within the airbag cushion102. More particularly, three straight or rectangular tethers150A/150B/150C are coupled within the airbag cushion102in adjacent rows. Each of these internal tethers150A/150B/150C comprises a plurality of vent openings155that may be used to allow inflation gas to pass therethrough during deployment. In the depicted embodiment, each of these vent openings155is spaced evenly along the length of its respective tether, which may be desirable if even distribution of inflation gas in this region is desired. It should be understood, however, that in some embodiments one or more of tethers150A,150B, and150C may have the concave sides and/or hourglass shape of tether110, if desired. Thus, whereas the depicted embodiment only has one such shaped tether, any number of such tethers, including all tethers in some embodiments, may comprise this shape. Although not clear from the figure, it should be understood that the top and bottom sides of each of the tethers150A/150B/150C would typically be sewn or otherwise coupled directly to the cushion102. The opposing shorter sides extending between the top and bottom sides typically would not be sewn to the cushion102(although it is conceivable that they might for certain applications). Near the end of cushion102furthest from the inflator (although not shown in this figure, the inflator would be positioned adjacent to internal tether150C at the back of the assembly100), internal tether110is sewn or otherwise coupled inside of cushion102. In embodiments in which assembly100comprises a knee-airbag assembly, this region would correspond to the region of the airbag cushion102that would contact a driver's, or other occupant's, knees. As mentioned above, preferably both but at least one of the upper side/edge112and the lower side/edge114are sewn or otherwise coupled, preferably directly, with the inner surface of cushion102. This allows the concave shapes of these sides to modify the configuration of the cushion102following deployment by creating a low-profile region in the middle of the cushion102, which may correspond with the region between an occupant's knees and thereby shift inflation gases, cushion thickness/size, and/or protection to the adjacent regions on either side of the center, which may be configured to protect the occupant's knees. The presence of vent openings115biased away from the center of the cushion102and/or biased towards opposing ends of the elongated axis of the internal tether110may reinforce the effect of the internal tether110by directing inflation gases towards the regions configured to deploy adjacent to the occupant's knees. Of course, although the preferred embodiment comprises a knee airbag assembly/system, the principles disclosed herein may be applicable to other airbags in which it may be desirable to redirect inflation gases to regions more important for protecting a certain anatomical region of an occupant or to accommodate, for example, a vehicle structure. As mentioned above, it may be preferred to leave sides116and118unattached. This may allow inflation gases to go around the space adjacent to the concavities provided by sides116/118and may also allow these sides116/118to flex during deployment. However, it should be understood that embodiments are contemplated in which sides116and/or118are straight, or even convex, rather than being concave as shown inFIG.1. Moreover, it is also contemplated that sides116/118may be sewn or otherwise coupled to the cushion102if desired in alternative embodiments/applications. FIG.3depicts airbag system100following deployment of cushion102adjacent to a vehicle occupant's knees, namely, left knee10A and right knee10B. This view also illustrates the presence of an inflator105, which may be part of a housing or module in some embodiments. As also shown in this figure, the presence of internal tether110, preferably including the aforementioned concavities and intentionally offset vent openings115, results in the formation of a low-profile or reduced deployment region109deploying in the area between the occupant's knees10A/10B and of corresponding thicker/larger or enlarged deployment regions108A/108B, each of which deploys adjacent to a respective knee10A/10B to provide enhanced protection in the areas most needed for this type of an airbag assembly. The shape of an inflated cushion that is provided by one or more internal tethers according to the present disclosure, such as internal tether110, may also, or alternatively, provide other benefits. For example, as also shown inFIG.3, low-profile or reduced deployment region109, in conjunction with enlarged deployment regions108A/108B, may provide angled surfaces for contact with a driver or other occupant's knees to prevent, or at least inhibit, the knees from sliding off of the cushion102, particularly during oblique impact collisions. Such oblique impacts often generate lateral forces that often result in the knees sliding off of the typical knee airbag cushions, which are usually flat along the side facing the driver/occupant. Thus, by providing surfaces that are angled towards the center of the cushion, the cushion may facilitate the generation of forces on the occupant's knees in one or more directions opposing the lateral forces that might otherwise result in the knees sliding off of the cushion during deployment/impact. FIG.4again depicts the inside of airbag cushion102of airbag cushion assembly100during deployment to illustrate the guided directionality of inflation gases provided by certain preferred embodiments. As shown in this figure, each of the straight/rectangular tethers150A/150B/150C has evenly distributed and non-biased vent openings155that results, at the regions closest to the inflator, in a mostly even distribution of inflation gases, as indicated by the arrows in the figure. However, once the inflation gas reaches tether110, it is forced to the opposing outer regions of the cushion through the positionally-biased openings115on the outer regions of tether110. This enhances and reinforces the impact of sewing or otherwise coupling the opposing concave sides112/114of tether110to the cushion102to create a reduced deployment region109in the front center of the cushion and enlarged deployment regions108A/108B on either side of reduced deployment region109. The foregoing specification has been described with reference to various embodiments and implementations. However, one of ordinary skill in the art will appreciate that various modifications and changes can be made without departing from the scope of the present disclosure. For example, various operational steps, as well as components for carrying out operational steps, may be implemented in various ways depending upon the particular application or in consideration of any number of cost functions associated with the operation of the system. Accordingly, any one or more of the steps may be deleted, modified, or combined with other steps. Further, this disclosure is to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope thereof. Likewise, benefits, other advantages, and solutions to problems have been described above with regard to various embodiments. However, benefits, advantages, solutions to problems, and any element(s) that may cause any benefit, advantage, or solution to occur or become more pronounced, are not to be construed as a critical, a required, or an essential feature or element. Those having skill in the art will appreciate that many changes may be made to the details of the above-described embodiments without departing from the underlying principles of the invention. The scope of the present invention should, therefore, be determined only by the following claims. | 15,424 |
11858455 | DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS Hereinafter, an airbag device will be described below with reference to the accompanying drawings through various exemplary embodiments. It should be noted that the drawings are not to precise scale and may be exaggerated in thickness of lines or sizes of components for descriptive convenience and clarity only. Furthermore, the terms as used herein are defined by taking functions of the invention into account and can be changed according to the custom or intention of users or operators. Therefore, definition of the terms should be made according to the overall disclosures set forth herein. FIG.1is a perspective view schematically illustrating an airbag device in accordance with an embodiment of the present disclosure,FIG.2is a side view schematically illustrating the airbag device in accordance with the embodiment of the present disclosure,FIG.3is a conceptual view schematically illustrating a cord movement prevention part and a tether cord part in the airbag device in accordance with the embodiment of the present disclosure,FIG.4is a side view schematically illustrating an airbag device in accordance with another embodiment of the present disclosure,FIG.5is a conceptual view schematically illustrating a cord movement prevention part and a tether cord part in the airbag device in accordance with the another embodiment of the present disclosure,FIG.6is a conceptual view schematically illustrating an operation of the airbag device in accordance with the embodiment of the present disclosure, andFIG.7is a conceptual view schematically illustrating an operation of the airbag device in accordance with the another embodiment of the present disclosure. Referring toFIGS.1to3, an airbag device in accordance with an embodiment of the present disclosure includes an airbag cushion part100, a vent part200, a cord movement prevention part300and a tether cord part400. The airbag cushion part100is inflated by operating gas which is jetted from an inflator (not illustrated) and introduced thereto. The vent part200is formed through the airbag cushion part100, and discharges the operating gas within the airbag cushion part100to the outside. In the present disclosure, the vent part200is formed on either side (based onFIG.1) of the airbag cushion part100. While the operating gas of the airbag cushion part100is discharged through the vent part200, the internal pressure of the airbag cushion part100may be lowered to prevent damage to a passenger due to contact with the passenger. The vent part200may be formed in a circular hole shape or cross-shaped hole shape. Through the vent part200formed in a circular hole shape, the operating gas may be easily discharged. The vent part200having a cross-shaped hole shape may be cut and formed in a cross-shape. The vent part200formed in a cross-shaped hole shape may discharge the operating gas while restricting the discharge of the operating gas in comparison to the vent part200formed in a circular hole shape. The cord movement prevention part300is mounted on one side (bottom side inFIG.2) of the vent part200. The cord movement prevention part300has both ends sewed and fixed to one side of the vent part200. The cord movement prevention part300has an opening which is formed in such a size that the tether cord part400can pass through the opening. That is, the width of the opening of the cord movement prevention part300is larger than the width of the tether cord part400. In the present disclosure, the cord movement prevention part300is formed in a semicircular ring shape. Both ends of the cord movement prevention part300formed in a semicircular ring shape are sewed and fixed to the vent part200. The tether cord part400is mounted on the other side (top side inFIG.2) of the vent part200. When the airbag cushion part100is deployed, the tether cord part400closes the vent part200by tightening the vent part200while passing through the cord movement prevention part300. The tether cord part400may tighten the vent part200while passing through the cord movement prevention part300. Thus, the tether cord part400may reduce an impact to a passenger while blocking the internal pressure of the airbag cushion part100from decreasing to a predetermined value or less. In the present disclosure, the tether cord part400is formed in a string shape passing through the cord movement prevention part300. The tether cord part400formed in a string shape passes through the opening of the cord movement prevention part300. The tether cord part400has one end (upper end inFIG.2) sewed and fixed to the vent part200and the other end (lower end inFIG.2) inserted into the cord movement prevention part300. That is, the other end of the tether cord part400may be partially inserted into the cord movement prevention part300. While the airbag cushion part100is deployed, the other end of the tether cord part400may be easily inserted into and pass through the cord movement prevention part300having a semicircular ring shape. In the present disclosure, the tether cord part400has a stopper410mounted at the other end (lower end inFIG.2) thereof. The stopper410has a length larger than the width of the opening of the cord movement prevention part300. Therefore, since the stopper410is mounted at the other end of the tether cord part400and has a larger length than the width of the opening of the cord movement prevention part300, the stopper410may be locked to the opening of the cord movement prevention part300, thereby preventing the tether cord part400from separating from the cord movement prevention part300. When the airbag cushion part100is deployed, the tether cord part400passes through the cord movement prevention part300in the longitudinal direction (bottom side inFIG.2) of the tether cord part400, while the stopper410prevents the tether cord part400from separating from the cord movement prevention part300. The tether cord part400may close the vent part200by tightening the vent part200while passing through the cord movement prevention part300, and thus block the discharge of the operating gas within the airbag cushion part100, which makes it possible to protect a passenger while maintaining predetermined pressure. Referring toFIGS.4and5, an airbag device in accordance with another embodiment of the present disclosure will be described. The airbag device in accordance with the another embodiment of the present disclosure includes an airbag cushion part100, a vent part200, a cord movement prevention part300and a tether cord part400. Since the airbag cushion part100, the vent part200and the cord movement prevention part300have the same structures as those of the above-described embodiment, the detailed descriptions thereof are omitted herein. Furthermore, the descriptions of the tether cord part400in accordance with the another embodiment of the present disclosure, which are not separately made in the following descriptions, may be substituted with those of the above embodiment. In the another embodiment of the present disclosure, the plurality of tether cord parts400pass through the cord movement prevention part300. The plurality of tether cord parts400are mounted on the other side (top side inFIG.4) of the vent part200. When the airbag cushion part100is deployed, the tether cord parts400close the vent part200by tightening the vent part200while passing through the cord movement prevention part300. The plurality of tether cord parts400are disposed in the vent part200so as to be spaced apart from each other, while passing through one cord movement prevention part300. The plurality of tether cord parts400may close the vent part200by tightening the vent part200while passing through the cord movement prevention part300, and thus block the discharge of the operating gas within the airbag cushion part100, which makes it possible to protect a passenger while maintaining predetermined pressure. That is, since the plurality of tether cord parts400can pass through the cord movement prevention part300, it is possible to reduce the time required for tightening the vent part200further than when one tether cord part400passes through the cord movement prevention part300. Each of the tether cord parts400in accordance with the another embodiment of the present disclosure also has a stopper410mounted thereon. The operation of the airbag device in accordance with the embodiments of the present disclosure will be described with reference toFIGS.6and7. The operation of the airbag device in accordance with the embodiment of the present disclosure will be described with reference toFIG.6. When a vehicle accident occurs, operating gas is jetted from the inflator and introduced into the airbag cushion part100. The airbag cushion part100is inflated by the operating gas introduced thereto. When the airbag cushion part100is deployed, the tether cord part400closes the vent part200by tightening the vent part200while passing through the cord movement prevention part300. When the airbag cushion part100is deployed, the tether cord part400passes through the cord movement prevention part300in the longitudinal direction (bottom side inFIG.6) of the tether cord part400, while the stopper410mounted on the tether cord part400prevents the tether cord part400from separating from the cord movement prevention part300. The tether cord part400may close the vent part200by tightening the vent part200while passing through the cord movement prevention part300, and block the discharge of the operating gas within the airbag cushion part100, which makes it possible to protect a passenger while maintaining predetermined pressure. The operation of the airbag device in accordance with the another embodiment of the present disclosure will be described with reference toFIG.7. When a vehicle accident occurs, operating gas is jetted from the inflator and introduced into the airbag cushion part100. The airbag cushion part100is inflated by the operating gas introduced thereto. When the airbag cushion part100is deployed, the plurality of tether cord parts400close the vent part200by tightening the vent part200while passing through the cord movement prevention part300. Since the plurality of tether cord parts400pass through the cord movement prevention part300, it is possible to shorten the time required for tightening and closing the vent part200further than when one tether cord part400passes through the cord movement prevention part300. When the airbag cushion part100is deployed, the tether cord parts400pass through the cord movement prevention part300in the longitudinal direction (bottom side inFIG.7) of the tether cord parts400, while the stopper410mounted on the tether cord parts400prevent the tether cord part400from separating from the cord movement prevention part300. The plurality of tether cord parts400may close the vent part200by tightening the vent part200while passing through the cord movement prevention part300, and thus rapidly close the vent part200and block the discharge of the operating gas within the airbag cushion part100, which makes it possible to protect a passenger while maintaining predetermined pressure. The airbag device in accordance with the embodiment of the present disclosure can tighten and close the vent part200while the tether cord part400passes through the cord movement prevention part300. Thus, the airbag device can maintain preset pressure in the airbag cushion part100and thus protect a passenger in case of a collision of the vehicle In accordance with the embodiments of the present disclosure, the stopper410can prevent the separation of the tether cord part400, with the tether cord part400inserted into the cord movement prevention part300. Thus, the airbag cushion part100can maintain preset pressure. Although exemplary embodiments of the disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the disclosure as defined in the accompanying claims. Thus, the true technical scope of the disclosure should be defined by the following claims. | 12,246 |
11858456 | DETAILED DESCRIPTION The present disclosure is directed to vehicle occupant restraint systems that apply tension and lock in response to an event. In some embodiments, the system includes a force-limiting mechanism. The force-limiting mechanism ensures that a determined force threshold is never exceeded during a pre-tensioning phase for both the shoulder and lap spans of the belt. In some embodiments, force-limiting is accomplished for the shoulder portion by using a retractor that is pretensioned through a torsion bar, and for the lap portion using a pretensioner (e.g., a tensioning mechanism). In the event of a crash, impulse, or other detected event for which an occupant may be accelerated relative to the seat and vehicle (also referred to herein as “an event”), the restraint system applies tension to remove slack in a belt span before locking the length of the belt. This process allows the belt to be cinched before locking, reducing movement of the occupant away from the seat during an event. FIG.1shows a front view and a side view of illustrative vehicle seats having restraint systems, in accordance with some embodiments of the present disclosure. Panel100shows a side view of a system that includes a seat and restraint system. The seat includes upper portion101and lower portion102. The restraint system includes a seatbelt (also referred to herein as “belt”) having upper span111and lower span112, which is anchored at upper tensioner113and lower tensioner114. In some embodiments, the belt passes through connector115, which may include a passthrough (e.g., a D-loop or other ring) and a buckle mechanism. For example, upper span111and lower span112may be spans of a single belt passing through a loop of connector115. In some embodiments, upper span111and lower span112are separate belts, each connected to connector115. In an illustrative example, an occupant may sit on lower portion102and lean back against upper portion101. After sitting, the occupant may affix connector115to a corresponding receptable (e.g., receptacle166of panel150) to secure the restraint system. Upper tensioner113may apply a first force on upper span111, which may partially be transmitted to lower span112or not be transmitted at all. Lower tensioner114may apply a second force on lower span112, which may partially be transmitted to upper span111or not be transmitted at all. Accordingly, connector115may reduce or prevent tension in one span of the belt from affecting the other span, thus causing some slack to form in one of the spans. Panel150shows a front view of a system that includes a seat and restraint system. The seat includes upper portion151and lower portion152. The restraint system includes a belt having upper span161anchored at upper tensioner163, and lower span162anchored at lower tensioner164. In some embodiments, the belt passes through connector165, which may include a passthrough (e.g., a D-loop, ring, or slot) and a buckle mechanism (e.g., for engaging with receptacle166affixed to lower portion152or the vehicle floor). For example, upper span161and lower span162may be spans of a single belt passing through a loop of connector165. In some embodiments upper span161and lower span162are separate belts, each connected to connector165. In an illustrative example, an occupant may sit on lower portion152and lean back against upper portion151. After sitting, the occupant may affix connector165to receptacle166to secure the restraint system. Upper tensioner163may apply a first force on upper span161, which may be transmitted partially to lower span162in some embodiments, but need not be transmitted at all. Lower tensioner164may apply a second force on lower span162, which may be transmitted partially to upper span161in some embodiments, but need not be transmitted at all. Accordingly, connector165may reduce or prevent tension in one span of the belt from affecting the other span, thus causing some slack to form in one of the spans. In an illustrative example, a vehicle may be equipped with pre-crash detecting system configured to trigger either or both of upper tensioner163and lower tensioner164, which may be motorized. Prior to the impact, either or both tensioners apply a force on the seatbelt to eliminate most of the slack from the seat belt system (e.g., lower span162, upper span161, or both). In some embodiments, upon impact, the tensioning mechanism (e.g., upper tensioner163and/or lower tensioner164, for either or both shoulder and lap spans) engages (e.g., pyro-based pretensioner actuators) to further reduce slack from the already pretensioned belt. The systems of the present disclosure include force limiters (e.g., in either or both of upper tensioner163and lower tensioner164) to prevent over-tensioning, which could lead to large forces on the occupant. For example, either or both of upper tensioner163and lower tensioner164may include a force limiting mechanism (e.g., an energy absorption element such as a spring, a wire, or other element to lessen or otherwise limit force) that helps ensure that a determined force threshold is not exceeded during the pre-tensioning phase for both the shoulder and the lap belt. To illustrate, either or both of upper tensioner163and lower tensioner164may include a retractor that pre-tensions through the torsion bar (e.g., of a spool on which the seatbelt is wound). FIG.2shows a block diagram of illustrative system210for tensioning and locking a passenger restraint of vehicle200, in accordance with some embodiments of the present disclosure. Vehicle200, as illustrated, includes seatbelt260, system210, tensioning mechanism220, locking mechanism230, any suitable mechanisms which couple to tensioning mechanism220and locking mechanism230, and one or more sensors240. Tensioning mechanism220applies tension to a span of seatbelt260in response to an event. The application of tension may include applying a force to pull the span in (e.g., thus shortening it). Locking mechanism230prevents lengthening of the span of seatbelt260by locking the length of the span. As illustrated, system210is a restraint control system, having one or more sensors240, control circuitry211, memory212, sensor interface213, power interface214, signal generator215, and input interface216. In some embodiments, vehicle200includes a component of a restraint system, such as a module arranged at one terminal end of a seatbelt (e.g., lower tensioner164ofFIG.1). As illustrated, system210includes control circuitry211(e.g., which may include one or more processors), memory212, sensor interface213, power interface214, signal generator215, and input interface216. Control circuitry211may include hardware, software, or both, implemented on one or more modules configured to provide control, monitoring, or both of tensioning mechanism220, locking mechanism230, or both. In some embodiments, control circuitry211includes one or more microprocessors, microcontrollers, digital signal processors, programmable logic devices, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), or any suitable combination thereof. In some embodiments, control circuitry211is distributed across more than one processor or processing units. In some embodiments, control circuitry211executes instructions stored in memory212for managing one or more of tensioning mechanism220, locking mechanism230, and one or more sensors240. In some embodiments, memory212is an electronic storage device that is part of control circuitry211. For example, memory212may be configured to store electronic data, computer instructions, applications, firmware, or any other suitable information. In some embodiments, memory212includes random-access memory, read-only memory, hard drives, optical drives, solid state devices, or any other suitable memory storage devices, or any combination thereof. For example, memory may be used to launch a start-up routine. In some embodiments, control circuitry211is powered by power interface214, which may be coupled to a battery system, for example. In some embodiments, power interface214interfaces to, or includes, a car battery (e.g., a 12 V lead acid battery), a DC-DC converter, an AC power supply (e.g., generated by suitably inverting a DC power supply), any other power supply, any corresponding components (e.g., terminals, switches, fuses, and cables), or any combination thereof. In some embodiments, power interface214supplies power to sensor(s)240, tensioning mechanism220, locking mechanism230, any other suitable systems or components, or any combination thereof. In some embodiments, control circuitry211, sensor(s)240, tensioning mechanism220, locking mechanism230, or both may be powered by power interface214. Sensor interface213is configured to provide power or otherwise excitation to sensor(s)240, receive sensor signals from sensor(s)240, condition a sensor signal (e.g., filter, amplify, saturate, convert, or perform other conditioning), modulate a sensor signal, digitize a sensor signal (e.g., an analog-to-digital converter), or a combination thereof. In some embodiments, sensor interface213is configured to sample and digitize a sensor signal from sensor(s)240. In some embodiments, sensor(s)240include one or more accelerometers, force sensors, pressure sensors, strain sensors, proximity sensors, any other suitable sensors, or any combination thereof. In some embodiments, control circuitry211may determine a property value (e.g., an impact value), a tension, a tensioning time, a locking time, or any combination thereof based on one or more sensor signals. Signal generator215is configured to generate and transmit signals (e.g., control signals). In some embodiments, signal generator215is configured to generate and send digital signals, provide binary signals (e.g., to control relays, switches, contactors, or transistors), provide electrical power (e.g., a DC bus for control signals), send or receive any other suitable signals, or any combination thereof. In some embodiments, signal generator215includes a wireless communications interface (e.g., WiFi, Bluetooth, NFC, 4-G), wired interface (e.g., ethernet with RJ-45 connectors), optical interface (e.g., a fiber optic interface), any other suitable interface, or any combination thereof for communicating with other systems or devices (e.g., transmitting signals). Tensioning mechanism220(e.g., a pretensioner), as illustrated, includes actuator221, configured to generate tension in response to an event. In some embodiments, actuator221is configured to generate tension in response to a control signal generated by signal generator215. In some embodiments, tensioning mechanism220is controlled by control circuitry211using one or more actuators (e.g., actuator221). In some embodiments, the tensioning is passively actuated by one or more mechanisms. Actuator221may include electromagnetic actuators, pneumatic actuators, hydraulic actuators, chemical-based actuators (e.g., such as squib charges using solid reactants), spring-loaded mechanisms, any other suitable actuators, or any combination thereof. For example, actuator221may include a gunpowder based squib charge that ignites to force a piston to pull an end of seatbelt260, thus tensioning seatbelt260or a portion thereof (e.g., to remove any slack). In a further example, actuator221may include an electromagnetic rotary or linear actuator that tensions the end of seatbelt260to remove slack (e.g., by applying a predetermined tension or otherwise pulling the end of the seatbelt). To illustrate, tensioning mechanism220may include a spool that, when rotated, tensions seatbelt260. To further illustrate, tensioning mechanism220may include a linear actuator (e.g., as actuator221) that pulls seatbelt260using a predetermined, or otherwise limited force (e.g., by use of an energy absorption element such as that illustrated inFIGS.3-5). Locking mechanism230, as illustrated, includes actuator231, configured to prevent extension of seatbelt260in response to an event. In some embodiments, actuator231is configured to generate force (e.g., a clamping force, a latching force) in response to a control signal generated by signal generator215. In some embodiments, locking mechanism230includes a toothset and latch assembly, configured to form a position detent for seatbelt260. In some embodiments, locking mechanism230includes a rotation detent or limiter to prevent a spool on which seatbelt260is wound from allowing seatbelt260to extend. Actuator231may include, for example, electromagnetic actuators, pneumatic actuators, hydraulic actuators, chemical-based actuators (e.g., such as squib charges using solid reactants), spring-loaded mechanisms, toothed detents or latches, position detents, any other suitable actuators, any other suitable mechanisms, or any combination thereof. FIGS.3-4shows an illustrative tensioning mechanism and an illustrative locking mechanism, in two states, in accordance with some embodiments of the present disclosure. In an illustrative example, the mechanism illustrated inFIGS.3-4may be the same as or similar to lower tensioner114ofFIG.1or lower tensioner164ofFIG.1. FIG.3shows first configuration300(e.g., pre-event), andFIG.4shows second configuration400(e.g., post-event). Configuration300corresponds to, for example, a state wherein the occupant has buckled seatbelt301and some slack may exist in the lap span. Latch310, which is pinned at pin311, acts as a ratchet mechanism with toothset320. For example, length321corresponds to a pre-event state, wherein structure302(e.g., a metal plate comprising toothset320) cannot move away from pin311, which is anchored to the vehicle. Upon the occurrence of an event, cable340is tensioned (e.g., a force is applied to cable340) to remove slack in seatbelt301(as shown by the arrow inFIG.4). Configuration400corresponds to a state after the tensioning in response to the event. The length of slack in seatbelt301that is removed is equal to the difference between length321and length422. Latch310engages toothset320at a different tooth in second configuration400, preventing seatbelt301from lengthening. During tensioning, cable340engages energy absorption element330(e.g., a wire, having a double-u shape or any other suitable shape). Energy absorption element330is a force/load limiting mechanism configured to absorb energy, limit force, or otherwise lessen the force, impact, or both, transmitted from cable340to structure302. In some embodiments, energy absorption element330(e.g., a wire that may undergo elastic or nonelastic deformation) may act as a load limiter and apply a force to structure302. In some embodiments, energy absorption element330applies the same force it receives from cable340to structure302up to a force limit. For example, energy absorption element330may stretch elastically or plastically to absorb energy once the force increases beyond the force limit. As cable340pulls (e.g., applies a force to) energy absorption element330(e.g., a metal wire, composite wire, or wire made from any other suitable material), energy absorption element330engages pins303, which are rigidly affixed to structure302. Energy absorption element330pulls pins303and structure302, thus causing latch310to ratchet as toothset320moves with structure302. Because latch310allows toothset320to shorten belt301only, belt301ratchets tighter during tensioning by cable340. Cable340and energy absorption element330represent a tensioning mechanism for structure302and thus seatbelt301. Latch310and toothset320represent a locking mechanism for structure302and thus seatbelt301. Any suitable actuator may be used to apply tension to cable340including a motor coupled to a reel assembly, linkage, or other mechanism. As illustrated in configuration400ofFIG.4, energy absorption element330is deformed (e.g., plastically) as compared to configuration300ofFIG.3. By deforming when loaded by cable340, energy absorption element330(e.g., or any other suitable energy absorption element) deforms, thus lessening the force/load transmitted to structure302, and thus to seatbelt301. As illustrated, the length of energy absorption element330remains roughly constant as the shape deforms, although an energy absorption element may lengthen (e.g., the element may stretch, neck, or collapse, depending on the shape and stiffness), change shape, or a combination thereof. An energy absorption element (e.g., energy absorption element330) may include a wire, a cable, a strap, a bracket (e.g., of a predetermined or otherwise lessened stiffness such that is can deform under load to act as a load limiter), any other suitable element, or any combination thereof. Load limiting, as used herein, refers to reducing an amount of force (e.g., tension) that is transmitted through a component by deformation (e.g., plastic or elastic), displacement, reconfiguration, or a combination thereof of the component or otherwise energy absorption of the component. FIG.5shows an illustrative tensioning mechanism and an illustrative locking mechanism, using squib charges, in accordance with some embodiments of the present disclosure. System500includes seatbelt501affixed to tensioner510, which is shown enlarged in the inset. Tensioner510includes body511coupled to pin512, which is affixed to cable521. Cable521is affixed to piston523, which is arranged to move within cylinder520. Limit switch524is arranged in cylinder520. Upon occurrence of an event, a squib charge is ignited causing piston523to travel as illustrated by the arrow. As piston523travels, it applies tension to cable521thus taking up slack in seatbelt501. Piston523travels until impacting limit switch524, which then sends a signal via wire525to squib charge515, which causes latch516to engage toothset517to lock seatbelt501. Wire518may be included to lessen the tension applied to structure511by cable521. Body511is fixed relative to seatbelt501, and when latch516is engaged with toothset517, seatbelt501is then fixed in length by being affixed to body511(e.g., seatbelt501cannot extend nor retract). In an illustrative example, a tensioning mechanism includes a structure (toothset517including teeth, and pin512) affixed to a first end of the seatbelt (e.g., seatbelt501). An energy absorption element (e.g., wire518) is coupled to the structure and is configured to apply a load-limited force. A cable (e.g., cable521) is engaged with the energy absorption element and configured to receive the load-limited force. A mechanism (e.g., piston523, cylinder520, and limit switch524) is configured to apply a first tension to the cable, wherein the load-limited allows a second tension (e.g., to limit tension experienced by the occupant), less than the first tension, to be applied to the structure. For example, wire518acts as a load limiter, which is configured to receive a first load by cable521, but transmit a lessened load to pin512and thus to seatbelt501. In an illustrative example,FIG.5relies on a separate actuator to lock the tensioning mechanism, which is merely illustrative and other designs may be used such as, for example, passive mechanical systems (e.g., spring-loaded latching systems, or toothed systems). Illustrated inFIG.6is an example of a passive system that relies on momentum and spring forces. For example, the impulse of the event may cause the tensioning mechanism to lock after the tensioning occurs, but before an occupant significantly applies force on the belt. FIG.6shows a side cross-sectional view of an illustrative locking mechanism in two states, in accordance with some embodiments of the present disclosure. Panel600shows the locking mechanism in a pre-event configuration. Body611is coupled to pin612, which is affixed to cable621. Cable621is affixed to a tensioning mechanism. Catch619is held in place by spring620, thus blocking latch616from engaging toothset617. Upon occurrence of an event, a change in impulse causes catch619to move against spring620, thus releasing latch616. Spring615applies a force on latch616causing latch616to engage toothset617to perform locking. In an illustrative example, a locking mechanism includes a structure (e.g., toothset617and pin612affixed to an end of the seatbelt. The structure includes at least one detent (e.g., here, any tooth of toothset617). The locking mechanism also includes a latch affixed to the vehicle (e.g., latch616, with spring615and spring620) configured to engage with the detent to lock the end of the lower portion after the tensioning mechanism removes the slack. FIG.7shows front views of several illustrative vehicle seats having restraint systems, in accordance with some embodiments of the present disclosure. To illustrate, the vehicle seats ofFIG.7may be similar to the vehicle seats ofFIG.1. Panel700shows a front view of a system that includes a seat and restraint system. The seat includes upper portion751and lower portion752. The restraint system includes a belt having upper span761anchored at upper module701, and lower span762anchored at lower module702. In some embodiments, the belt passes through connector765, which may include a passthrough (e.g., a D-loop) and a buckle mechanism (e.g., for engaging with receptacle766affixed to lower portion752or the vehicle floor). For example, upper span761and lower span762may be spans of a single belt passing through a loop of connector765. In some embodiments upper span761and lower span762are separate belts, each connected to connector765. Either or both of lower module702and upper module701may include one or more tensioning mechanisms (e.g., a first and a second tensioning mechanisms), a locking mechanism, or a combination thereof. For example, either of lower module702or upper module701may include a first tensioner that applies a tension in a first state (e.g., when installed by the occupant, with an included detent or one-direction limiter), a second tensioner configured to take up slack in the respective span762or761in response to an event, and a locking mechanism to prevent extension after the event is detected and the slack is removed. In an illustrative example, an occupant may sit on lower portion752and lean back against upper portion751. After sitting, the occupant may affix connector765to receptacle766to secure the restraint system. Upper module701may apply a first force on upper span761, which may be transmitted partially to lower span762in some embodiments, but need not be transmitted at all. Lower module702may apply a second force on lower span762, which may be transmitted partially to upper span761in some embodiments, but need not be transmitted at all. Accordingly, connector765may reduce or prevent tension in one span of the belt from affecting the other span, thus causing some slack to form in one of the spans. Panel710shows a front view of a system that includes a seat and restraint system. The seat includes upper portion751and lower portion752. The restraint system includes a belt having span715anchored at upper module711. In some embodiments, the belt end includes connector765for engaging with receptacle766affixed to lower portion752or the vehicle floor). Upper module711may include one or more tensioning mechanisms (e.g., a first and a second tensioning mechanisms), a locking mechanism, or a combination thereof. For example, upper module711may include a first tensioner that applies a tension in a first state (e.g., when installed by the occupant, with an included detent or one-direction limiter), a second tensioner configured to take up slack in span715in response to an event, and a locking mechanism to prevent extension after the event is detected and the slack is removed. Panel720shows a front view of a system that includes a seat and restraint system. The seat includes upper portion751and lower portion752. The restraint system includes a belt having span725anchored at lower module722. In some embodiments, the belt end includes connector765for engaging with receptacle766affixed to lower portion752or the vehicle floor). Lower module722may include one or more tensioning mechanisms (e.g., a first and a second tensioning mechanisms), a locking mechanism, or a combination thereof. For example, lower module722may include a first tensioner that applies a tension in a first state (e.g., when installed by the occupant, with an included detent or one-direction limiter), a second tensioner configured to take up slack in span725in response to an event, and a locking mechanism to prevent extension after the event is detected and the slack is removed. FIG.8shows a flow chart of illustrative process800for tensioning and locking a passenger restraint, in accordance with some embodiments of the present disclosure. Process800may be implemented using system210, tensioning mechanism220, locking mechanism230, and sensor240ofFIG.2, for example. Step802includes achieving a first state. The first state may correspond to a condition where an occupant has applied the seatbelt prior to any event. In some circumstances, the first state may include the seatbelt secured, with a first tension in the lower portion and a second tension in the upper portion. In some circumstances, the same tension may be applied to the lower and upper portions (e.g., wherein the seatbelt is free to slide relative to an intermediate ring or other passthrough). In the first state, the lower portion, the upper portion, or both may exhibit low or zero tension, wherein some slack is present. The slack may be caused by an adjustment by the occupant or other condition. Step804includes the system detecting an event. In some embodiments, a vehicle includes one or more sensors (e.g., one or more sensors240ofFIG.2) for sensing impact, deformation, or other indicator of a crash. The one or more sensors may be coupled to a processing unit (e.g., control circuitry211ofFIG.2), which in response to detecting the event, can execute instructions and generate signals to control systems. In some embodiments, the sensor includes a force sensor (e.g., to detect an impact force), an accelerometer (e.g., a piezoelectric transducer), a contact sensor (e.g., based on impedance), any other suitable sensor, or any combination thereof. In some embodiments, for example, the vehicle or restraint system thereof includes control circuitry configured to execute instructions for monitoring for events, and in response to detecting an event, controlling tensioning at step806, and locking at step808. Step806includes the system performing tensioning to remove slack in a seatbelt (e.g., using tensioning mechanism220ofFIG.2). In some embodiments, the tensioning is controlled by control circuitry using one or more actuators. In some embodiments, the tensioning is passively actuated by one or more mechanisms. The actuator(s) may include electromagnetic actuators, pneumatic actuators, hydraulic actuators, chemical-based actuators (e.g., such as squib charges using solid reactants), spring-loaded mechanisms, any other suitable actuators, or any combination thereof. For example, the actuator may include a gunpowder based squib charge that ignites to force a piston to pull an end of the seatbelt, thus tensioning the seatbelt or a portion thereof (e.g., to remove any slack). In a further example, the actuator may include an electromagnetic rotary or linear actuator that tensions the end of the seatbelt to remove slack (e.g., by applying a predetermined tension or otherwise pulling the end of the seatbelt). To illustrate, the tensioning mechanism may include a spool that, when rotated, tensions the seatbelt. To further illustrate, the tensioning mechanism may include a linear actuator that pulls the seatbelt using a predetermined, or otherwise limited force (e.g., by use of an energy absorption element or other suitable load limiter such as that illustrated inFIGS.3-5). Step808includes the system performing locking to prevent lengthening of a seatbelt (e.g., using locking mechanism230ofFIG.2). In some embodiments, the locking is controlled be control circuitry (e.g., control circuitry211ofFIG.2) using one or more actuators (e.g., as illustrated by locking mechanism230inFIG.2). In some embodiments, the locking is passively actuated by one or more mechanisms. Step808may include, for example, engaging a toothset with one or more corresponding teeth to prevent displacement, applying a clamping or latching force to prevent displacement, locking a spool on which the seatbelt is wound, ant other suitable locking technique, or any combination thereof. Step810includes the system resetting the tensioning mechanism after the event occurs. In some embodiments, step810includes control circuitry (e.g., control circuitry211or signal generator215ofFIG.2) generating, or ceasing to generate, a control signal transmitted to the tensioning mechanism, thus releasing the tensioning mechanism. In some embodiments, step810includes a manual reset, wherein a user releases tension on the belt or otherwise returns the tensioning mechanism to the state prior to the event detection at step804. In some embodiments, step810includes releasing tension on the lower portion by disengaging the tensioning mechanism. Step812includes the system resetting the locking mechanism after the event occurs. In some embodiments, step810includes control circuitry (e.g., control circuitry211or signal generator215ofFIG.2) generating, or ceasing to generate, a control signal transmitted to the locking mechanism, thus releasing the locking mechanism, and allowing the seatbelt to extend or retract. In some embodiments, step812includes a manual reset, wherein a user releases the lock on the belt or otherwise returns the locking mechanism to the state prior to the event detection at step804. In some embodiments, step812includes unlocking the lower portion, by disengaging the locking mechanism, to allow displacement of the lower portion. In an illustrative example, the system (e.g., system200ofFIG.2) may include control circuitry coupled to the tensioning mechanism (e.g., tensioning mechanism220ofFIG.2). The control circuitry may be configured to detect the event at step804, and transmit a control signal to the tensioning mechanism in response to the event at step806, wherein the control signal causes the tensioning mechanism to apply a tension. In a further illustrative example, the system (e.g., system200ofFIG.2) may include control circuitry coupled to the locking mechanism (e.g., locking mechanism230ofFIG.2). The control circuitry may be configured to detect the event at step8304, and transmit a control signal to the locking mechanism in response to the event at step808, wherein the control signal causes the locking mechanism to prevent the seatbelt from extending. In a further illustrative example, the system (e.g., system200ofFIG.2) may include control circuitry coupled to the tensioning mechanism (e.g., tensioning mechanism220ofFIG.2) and to the locking mechanism (e.g., locking mechanism230ofFIG.2). The control circuitry may be configured to transmit a first control signal to the tensioning mechanism in response to the event at step806(e.g., the first control signal causes the tensioning mechanism to apply a tension), and to transmit a second control signal to the locking mechanism at step808(e.g., the second control signal causes the locking mechanism to prevent the seatbelt from extending). The foregoing is merely illustrative of the principles of this disclosure and various modifications may be made by those skilled in the art without departing from the scope of this disclosure. The above described embodiments are presented for purposes of illustration and not of limitation. The present disclosure also can take many forms other than those explicitly described herein. Accordingly, it is emphasized that this disclosure is not limited to the explicitly disclosed methods, systems, and apparatuses, but is intended to include variations to and modifications thereof, which are within the spirit of the following claims. | 32,109 |
11858457 | DETAILED DESCRIPTION OF THE INVENTION In the following description, like numbers refer to like elements. Turning now toFIG.1illustrates how a seat belt insert1is used with a tongue (male component)41and buckle (female component)42of a connector used to fasten two lengths45and46of a seat belt, such as a seat belt that is factory installed in passenger motor vehicles or on infant car seats. The insert has a tongue5that inserts into the buckle42of the seat belt connector, and a buckle4that is adapted to receive and latch the tongue41. A latch inside of the female buckle42locks the tongue of the male5end in place and firmly secures the two components together. The tongue5of the insert1is released by pressing the release button43on the buckle42of the seat belt, that opens the latch (not visible). The buckle4end of the insert is adapted to receive tongue41the seat belt, with its latch (not visible) released by pressing release button3on the insert1and pulling out the tongue41. The particular seat belt assembly configuration shown in the figure has been provided as an example of one type of seatbelt assembly the seat belt straps45and46, the tongue, and the buckle, other internal latching components of the connection can be constructed according to any one of a number of known designs. A portable key fob11, depictedFIG.2, is an example of a portable device for communication with the insert. The insert1wirelessly transmits, and the portable device receives from the insert1, messages indicating the state or condition of one or more of the following: (1) the latching of insert1with the car seat, as indicated by sensors located within the insert; and (2) one or more environmental conditions, such as ambient temperature, sensed by an environmental condition sensor in the insert. The portable device and the insert may also work together to determine whether the portable device is likely beyond at least a predetermined distance when the insert remains bucked in the seat belt, the predetermined distance. It may make this determination based on one or more of: signal strength, changes in signal strength, and the detection and non-detection of a signal. In one embodiment, insert1and key fob11each have four corresponding lights. Lights7aand7bif the insert is powered on, if the key fob11is the proper distance from the insert1the user will be notified by the corresponding light6a/b. Lights10aand10bwill illuminate, change color and/or exhibit a predetermined visual pattern if both the male and female end of the insert are properly engaged. Lights9aand9bwill illuminate to indicate the ambient temperature sensed by the insert. For example, it may illuminate, or change colors, depending on whether the temperature is within (or below or above) an acceptable, predetermined temperature or temperature range, or outside (or above or below) a predetermined, acceptable temperature or temperature range. For example, all four of these lights are illuminated by a color changing LED that displays a green color and red color. For the power lights7aand7b, a green color will be displayed when the insert and key fob are powered on. The circuitry controlling power lights7aand7bwill cause the lights to blink when the battery power displayed by either the key fob power light7bor insert power light7ais less than a predetermined level, for example, a 25% of the battery's power. The distance indicator lights6aand6bwill display a first color (for example, green) when the key fob11is within a predetermined distance from the insert1, or when the key fob can detect messages sent by the insert; and it will display a red color on both the insert's light6aand key fob's light6bwhen the key fob11is outside of the preset distance or range from insert1. The seatbelt indicator lights10aand10bwill display a green color on both the insert's light10aand key fob's light10bwhen the insert1is engaged with the seat belt at both its male5and female4end. When either the male5of female6end of the insert1is not completely engaged with the seat, and the insert1is powered on, both the insert's light10aand key fob's light10bwill display a red color to indicate to the user that the insert1is not completely engaged with the seat belt. Finally, when the internal temperature of the vehicle is outside of the predetermined temperature range, the insert temperature light9aand key fob temperature light9b, a red color will be depicted on both lights. When the internal temperature of the vehicle is within the predetermined temperature range, the insert temperature light9aand key fob temperature light9b, a green color will be depicted on both lights. FIG.3shows a non-limiting schematic diagram of circuitry comprising insert1. A battery23, which can consist of one or multiple batteries, powers the insert1. Detector17comprises either a pressure switch that is senses when the tongue5of the insert is pressed into the buckle42of the car seat, or it can comprise a proximity detector that can sense a buckle42. It may comprise, in alternative embodiments, other ways of detecting the insertion of the tongue5into a buckle. Detector16can be one of a pressure switch, proximity detector, or a lever system that activates a switch, or other device that is, for example, moved by the insertion of the tongue41of a seat belt into the buckle4of the insert. The detectors16,17are coupled with an input/output interface50, which communicates the conditions of the detector to CPU19. Several functions and processes of the insert are implemented, in this illustrated example, by software stored in internal memory20executed by CPU19. However, other implementations using hardware only, or hardware/software combinations, are possible. Based on the inputs of the detectors16and17, as well as the temperature sensor30, the processes being performed by the CPU under direction of the software cause the lights (or other visual or sensory indicators) to change to indicate the state of the insert. The insert1causes visual indicators to form and send messages to fob11(or other portable device) wirelessly. The insert1can include an antenna48for transmitting. Transmissions are received by the key fob11through the key fob's internal antenna62and radio53. The insert1contains a temperature sensor30that is able to read the atmosphere surrounding the insert1when placed inside of a vehicle. The temperature sensor30can be a digital thermometer, thermocouple sensor, resistance temperature detector (RTD), thermistors, pyrometer, or other similar methods. When the temperature sensor30detects a temperature that is outside of the range of the operating software, a signal is sent to key fob11and the temperature light9a/bon both the insert1and key fob11change colors from green to red. The signal is sent from the insert to the key fob through a means of wireless communication such as 4G, 3G, 2G, Bluetooth, RF, 802.11, AM or FM to the key fob11. The insert1can include an antenna48for radio transmissions as well. Transmissions are received by the key fob11through the key fob's internal antenna62, radio53, or wifi60. In one example, the insert1and the key fob11each include a Bluetooth Low Energy 4.0 radio to communicate. When the key fob11is separated by at least a predetermined distance from the insert1, the distance indicator light6a/bon both the insert1and key fob11will turn from green to red. Anytime the user is alerted through one of the four indicator lights on the key fob11, an accompanying alarm is also sounded through the key fob's speaker66to notify the user that a change in condition has occurred. A portable electronic device can be used in place of the key fob11. The device would include a wireless receiver and, optionally, a transmitter. The portable electronic device may include an enabled location-determining device, such as a Global Positioning System (GPS) device, a triangulations device, or through Wi-Fi assessment, for providing location information to the insert1. An application running on, for example, a “smartphone” or similar type of device could serve as the portable electronic device for receiving messages from the insert and notifying the user of one or more of conditions associated with the insert, such power of the insert, seatbelt status, temperature of the vehicle, and distance from the insert1. FIG.5describes a monitoring and alert process500after a child is buckled into a car seat at step502using the insert1. The insert1is attached between the male41and female42ends of a vehicle's seat belt45,46or a child car seat. The indicators10aand10bwill notify the user of the detectors16,17(seeFIG.2) as the insert1monitors the proper buckling of the vehicle or child seat belt at step504. If the insert is properly attached at step506, the alert system will activate at step508and a portable device will indicate that it has been activated by, for example, indicating turning on or changing the color of a status light on the key fob, or by changing a notification generated by an application on a smartphone. If the insert1is not properly connected to both the tongue and the buckle of a car seat, the user can be advised by a status light, for example a red light on the key fob, as indicated by step510. The user can also be notified audibly of the status of the insert and additional information generated by the insert by a sound from the key fob's11speaker66. While the insert1is properly attached, the alert system is active, as indicated by step508, and the seat belt insert1will monitor whether key fob11is within a predetermined, acceptable range. The key fob11will indicate to the user that it is within an acceptable range by, for example, displaying a visual indicator, such as a green light,524. If the fob will indicate, for example, with a red light526when it is outside of an acceptable range from the insert1. The user can also be notified by a sound from the key fob's11speaker66. While the alert system insert1is active508, the temperature within the vehicle will be monitored at step512. The alert system will determine if the temperature is within a predetermined safe range at step514. It will indicate to the user with a green light516if the temperature is within a safe range, and will indicate to the user with a red light518when the temperature is outside of the safe range. The user can also be notified by a sound from the key fob's11speaker66. The foregoing description is of exemplary and preferred embodiments. The invention, as defined by the appended claims, is not limited to the described embodiments. Alterations and modifications to the disclosed embodiments may be made without departing from the invention. The meaning of the terms used in this specification are, unless expressly stated otherwise, intended to have ordinary and customary meaning and are not intended to be limited to the details of the illustrated or described structures or embodiments. | 10,951 |
11858458 | Corresponding reference characters indicate corresponding parts throughout the several views of the drawings. DESCRIPTION OF EXAMPLE EMBODIMENTS Overview In one embodiment, an apparatus generally comprises an opening for receiving a fastener, a locking device operable to engage with the fastener to prevent uncoupling of the apparatus and the fastener, and an authentication module in communication with the locking device and operable to disengage the locking device from the fastener upon receiving power and authenticating a request to uncouple the apparatus and fastener. In one embodiment, an apparatus generally comprises a first member, a second member configured for coupling with the first member, an authentication module integrated into one of the first or second member, and a locking device operable to lock the second member to the first member, and unlock the second member from the first member upon receiving input from the authentication module. The authentication module is operable to authenticate an unlock request received from an external source. In yet another embodiment, a method generally comprises engaging a locking device to lock a fastener assembly, receiving power and communications at an authentication module integrated into the fastener assembly, authenticating a request to unlock the fastener assembly at the authentication module, and disengaging the locking device to unlock the fastener assembly. Further understanding of the features and advantages of the embodiments described herein may be realized by reference to the remaining portions of the specification and the attached drawings. Example Embodiments The following description is presented to enable one of ordinary skill in the art to make and use the embodiments. Descriptions of specific embodiments and applications are provided only as examples, and various modifications will be readily apparent to those skilled in the art. The general principles described herein may be applied to other applications without departing from the scope of the embodiments. Thus, the embodiments are not to be limited to those shown, but are to be accorded the widest scope consistent with the principles and features described herein. For purpose of clarity, details relating to technical material that is known in the technical fields related to the embodiments have not been described in detail. In many network implementations, there is a need for securely locking network equipment or components (e.g., server blade, digital communications components, Wi-Fi module, cellular module, router, switch, platform components, power components, cards (line cards, fabric cards, memory cards and the like) or other devices, elements, components, or systems) in a data center, mobile data center installed in an electric vehicle, or other networking environment. The embodiments described herein integrate an authentication module (e.g., Trust Anchor (Authentication) Module (TAM) device (e.g., chip)) in a mechanical fastener assembly (e.g., fastener (stud, bolt, screw, pin) and nut or other threaded or unthreaded structure with an opening for receiving the fastener) comprising a locking device (e.g., one or more locking members and control elements) operable to engage (e.g., compress against) a mating fastener element (e.g., external threads of fastener, groove in pin, internal threads of nut) thereby locking the fastener assembly and preventing removal of the equipment without authorization (authentication code, encryption key). In order to unlock the fastener assembly (e.g., remove nut from fastener), the authentication module, which may be powered by various powering means, first verifies authentication, thereby confirming that removal by a user or tool is authorized. The fastener assembly may be coupled (e.g., nut tightened on stud manually or with a tool) without power. For example, the locking device may be in a locked (engaged) position, but still allow free movement (rotation, sliding movement) between components of the fastener assembly in a direction that couples (or tightens) the fastener. Once the locking device is engaged, the fastener assembly cannot be uncoupled (e.g., nut removed) until power is applied and authentication is performed at the authentication module. Since the equipment can only be removed with proper authentication, the embodiments may eliminate the need for tamper tabs or tape. In one or more embodiments, if the fastener assembly is tampered with, the system may recognize a lack of authentication and send a signal to issue an alarm (e.g., call 911 or other notification or action, which may be user defined). As described in detail below, the authentication module may drive a FET (Field-Effect Transistor) circuit that transmits current to a Nitinol element (spring, wire, blade), electromechanical plunger, piezo-electric cell, or other mechanism that disengages the locking device, thereby allowing the nut to be easily removed from the fastener. The system may be used in card latching security, for bolting platforms, or any other application for securing products with a permission based access system. The system described herein may be used, for example, to secure network equipment or components in a data center, residential application, enterprise application, central office environment, electric vehicle, or other networking environment. In one example, an electric vehicle may comprise components of a mobile data center including one or more server blades, router, security or communications module, or power components, which need to be securely locked in place to prevent removal or tampering by unauthorized personnel. As described below, the fastener assembly with integrated authentication module provides improved security to prevent unauthorized access to or removal of network components from an unprotected location. Referring now to the drawings, and first toFIG.1, a locking fastener assembly (10,12) with integrated authentication module18is shown in accordance with one embodiment. In one embodiment, an apparatus12(e.g., nut, hex nut, lock nut, torque nut, mounting structure) comprises an opening14for receiving a fastener10(stud, threaded member, non-threaded member, bolt, screw (cap screw, set screw), headless fastener, pin), a locking device (locking members16(blade, spring, wire, electric spring, electric tension spring, Nitinol wire, Nitinol blade, electrical circuit, switch)) operable to engage with the fastener to prevent uncoupling of the apparatus and fastener, and the authentication module18in communication with the locking device16and operable to disengage the locking device from the fastener upon receiving power and authenticating a request to uncouple the apparatus and fastener. In one embodiment, an apparatus comprises a first member (e.g., fastener10), a second member (e.g., nut, receiving member12) configured for coupling with the first member, the authentication module18integrated into one of the first or second members, and the locking device (locking members)16operable to lock the second member to the first member, and unlock the second member from the first member upon receiving an input from the authentication module (e.g., signal to open FET to apply current to an element of the locking device). The authentication module18is operable to authenticate an unlock request received from an external source (e.g., tool described below with respect toFIG.2A, wireless device described below with respect toFIG.12, or system coupled to a mounting surface as shown inFIG.14). Movement in a coupling direction (rotation (FIG.1), longitudinal sliding motion (FIG.15)) between the first and second members is permitted with the locking device in a locked position and movement in an uncoupling direction is permitted only with the locking device in an unlocked position. The locking device may comprise, for example, at least two locking members16(or any other number of locking members) in communication with the authentication module18. The locking device may also comprise one locking member (e.g., extending circumferentially around at least a portion of the internal opening of the nut and operable to expand inward (e.g., into a groove) to lock the fastener in place). In the example shown inFIG.1, the fastener comprises a stud10(or other externally threaded component (e.g., bolt, screw) configured for being received in the internally threaded longitudinal opening14in the nut12. The fastener10may comprise, for example, a stud integrated into or connected to a structure or device or bolt inserted through an opening in a frame or mounting bracket. Internal threads formed on a wall of opening14mate with external threads15on the stud10. The stud10and nut12may be configured with any type of thread having any pitch, diameter, or length on a shaft of the stud. The authentication module18is coupled to a power and communications interface (external contact area)19operable to receive power and communications (data) from an external source. In the example shown inFIG.1, the contact area (power and communications interface)19is positioned along one side of the nut but may also be positioned in other locations (e.g., face (bottom surface) of the nut as described below with respect toFIGS.13and14). The power and communications interface19shown inFIG.1is positioned on the side of the nut12for contact with a mating interface on a tool configured to unlock the fastener by providing power and an authentication code to the authentication module18through the power and communications interface19, as described below with respect toFIGS.2A and2B. The authentication module18controls the locking members16(e.g., spring and blade mechanism described below). The nut12may have an elongated body to accommodate the authentication module18and locking members16. The nut12is configured to freely spin (rotate) onto the stud10without power applied but can only be removed with power and proper authentication. Without power applied, the nut12is automatically locked on the stud10and may only be removed when energized upon verification (approval) of an authentication request from an external source (tool, security system). It is to be understood that the fastener assembly (stud10, nut12) shown inFIG.1is only an example and changes may be made to the size, shape, or type of fastener without departing from the scope of the embodiments. For example, the authentication module and lock may be integrated into the fastener rather than the nut, as described below with respect toFIG.17. Also, the fastener may comprise a non-threaded fastener as described below with respect toFIG.15. The term ‘fastener assembly’ as used herein may refer to any mechanical fastener (e.g., nut/stud, nut/bolt, screw/threaded insert or structure, pin/sleeve, and the like). The authentication module18is integrated into the fastener assembly (e.g., nut or fastener) to prevent uncoupling of the fastener assembly (e.g., removal of nut from stud) without receiving a proper authentication code. FIG.2Ais a side perspective of a tool (nut driver, socket wrench) that may be used to unlock and remove the nut12from the stud10shown inFIG.1. The tool20comprises an authentication module22(e.g., TAM chip) configured to communicate with the authentication module18integrated in the fastener assembly (FIGS.1and2A). In the example shown inFIG.1, a handle20acomprises a communications port, the tool authentication module22, a controller25, and battery26. The communications port may comprise, for example, an RJ45 connector23or other port for communications with a PoE port from a Powered Device (PD) using a hardwired connection, or a wireless interface24(e.g., Bluetooth, Wi-Fi). The controller25is coupled to a power and communications interface27at a driver head20blocated on one or more internal surfaces of a socket opening29configured to receive the nut12(FIGS.1and2A). The power and communications interface27at the nut driver20contacts the power and communications contact point (interface)19on the external surface of the nut12, thereby providing power and communications to the nut. As shown in an end view of the driver head20binFIG.2B, one or more internal surfaces of the opening29may comprise the power and communications interface27so that the tool20may be placed over the nut12in more than one orientation while still providing contact between the power and communications interface27on the tool20and the power and communications interface19on the nut12. The wired interface23or wireless interface24may be used to program the authentication module22and remove the nut12with the proper authentication key or code received from an authentication server, as described below with respect toFIG.3. The tool20may, for example, connect to an operating system in order to receive proper authentication codes through Wi-Fi, Bluetooth, or hardwire. It is to be understood that the tool20shown inFIG.2Ais only one example of a means for unlocking and removing the nut12from the stud10shown inFIG.1. The tool20may also be used to remove a fastener with integrated authentication module, as described below with respect toFIG.17through contact with a fastener head. In one or more embodiments, power and authentication codes may be transmitted to the authentication module18at the nut12separately from the tool, in which case a standard wrench may be used to remove the nut after the authentication code (verification) is received at the nut. FIG.3illustrates an overview of a process flow for authentication between the fastener assembly (e.g., nut12) and tool20shown inFIGS.1and2A. Power is transmitted to the fastener authentication module18at the power and communication interface19from the tool20(e.g., battery26) (FIGS.1,2A, and3). The tool20communicates with an authentication server30(e.g., through wired or wireless communication), which may be in communication with a network or network device over a control plane. For example, the authentication server30may receive one or more encrypted keys associated with the fastener assembly for use in authenticating the tool20. Upon receiving power, the fastener authentication module18may transmit a fastener identifier (or other communications) to the tool20for use by the tool in requesting authentication at the authentication server30. The tool20communicates with the authentication server30to obtain proper authentication keys or codes (e.g., through Wi-Fi, Bluetooth, or wired connection). Authentication may include, for example, an operating system verifying the tool20, verifying the nut12in physical contact with tool, and granting permission to the tool. The server30authenticates the tool20for use in removing the nut12and the authentication module22at the tool communicates with the authentication module18at the nut12, which unlocks the nut to allow for removal of the nut with the tool. The authentication modules18,22and authentication server30may be preprogrammed with one or more encryption keys or codes. Upon verifying authorization of the tool20to unlock the fastener, the authentication module18sends a signal to unlock the locking device at the fastener assembly to allow for removal of the nut from the fastener. It is to be understood that the process flow shown inFIG.3is only an example and other types of authentication may be implemented using any suitable authentication protocol. FIG.4is a side view of a nut42comprising authentication module48and locking device (members)46, in accordance with one embodiment. Internal threads (opening)44are shown in phantom. A power and communications interface49is shown along an external surface on a side of the nut42for transmitting power and communications (data) to the authentication module48from a tool, as previously described. As described above with respect toFIG.1, the authentication module48sends a signal to the locking device46to unlock the fastener assembly. For simplification, a connection between the authentication module48and locking members46are not shown. In this example, an external metal surface contact along face47of the nut42provides a ground point. The locking device comprises blades46positioned for engagement with threads of the threaded member10with the locking device in a locked position to prevent rotation of the fastener or the nut42in a direction that uncouples the fastener and nut (FIGS.1and4). The locking members (blades)46are positioned to extend from the opening44of the nut42in their locked position to wipe or cut against the external threads of the stud, thereby preventing removal of the nut42. Cross-sectional views taken through lines8-8and10-10are shown inFIGS.8,10,11,12, and13to illustrate details of different locking systems. In one or more embodiments, one or more components of the locking device (e.g., blade46or spring configured to move the blade between a locked position and unlocked position) may be formed from Nitinol (nickel titanium). Nitinol provides shape memory that allows the material to undergo deformation at one temperature, stay in its deformed shape when the external force is removed and recover its original undeformed shape when heated above its transformation temperature. The Nitinol element is configured to change shape upon heating through application of a current. For example, a Nitinol wire or spring may be compressed when an electrical current (heat) is applied to disengage a coupled blade from the external threads of the stud and unlock the fastener, as described below. It is to be understood that Nitinol is provided as one example and other suitable shape memory alloys may also be used. FIG.5is a simplified electrical circuit, generally indicated at50, comprising a controller52(authentication module, lock controller) electrically coupled to a locking device comprising two electrically controlled springs56, in accordance with one embodiment. The circuit50comprises a power and ground connection coupled to switches (FETs)53,54. The FET is interposed between the controller52and the locking device (electric springs56) for transmitting a current to the locking device. As described below, the locking device may comprise the electrically controlled spring in contact with a blade or any arrangement of one or more spring, blade, wire, actuator (electromechanical plunger), piezo-electric cell, or other mechanism that operates to define the locking device. As previously noted, the electrically controlled spring may comprise a Nitinol wire. Heating of the Nitinol wire may be activated using a low voltage DC power supply. Since DC current may not heat the wire evenly, PWM (Pulse Width Modulation) may be used to heat the wire more evenly in one or more embodiments. FIG.6is another example of an electrical circuit, generally indicated at60, that may be used to control Nitinol blades66a,66b(or Nitinol elements coupled to blades) through FETs63a,63b, respectively. The blades66a,66bmay be configured for engagement with threads of the fastener to lock the fastener in place. The circuit60includes a power connection (+, ground) and a communications (data) connection coupled to controller62(e.g., security device, public or private encryption device, authentication module, lock controller). The communications and power (+) may be provided through the same contact point (power and data communications interface) and the nut surface may provide a ground contact point if it is a non-conductive surface, as previously noted. A capacitor64may be included for holding a charge after receiving power (e.g., up to one second or up to five seconds with surface contact). The stored charge may be used with a surface contact point that may intermittently move away from the power source (e.g., during rotation of the nut). In the example shown inFIG.6, the controller62provides input to two Nitinol blades66a,66bthrough two FETs63a,63b. In another example, one FET driver may power both Nitinol blades, however, the use of dual FETs provides additional security. FIG.7is a schematic of an electrical circuit, generally indicated at70, with a dual control block comprising primary controller72aand secondary controller72b, in accordance with one embodiment. In addition to the power and communications (comm) input, the controllers72a,72bare coupled through primary/secondary (P/S) link (control wire)75connecting the two control blocks. In this example, each control block72a,72bcontrols two electrical springs (electric springs76a,76c, electric tension springs76b,76d). The circuit shown inFIG.7also includes movement sense resistors77a,77bfor identifying movement of the locking device (e.g., blade) at each controller72a,72b. A hold-up capacitor74is also shown inFIG.7for temporarily holding a charge, as previously described. FIG.8is a cross-sectional view of a nut82taken along line8-8inFIG.4, in accordance with one embodiment. The nut82includes an opening80for receiving a stud, as described above with respect toFIGS.1and4. In the example shown inFIG.8, a single authentication module (controller)88is inserted on one side of the nut (right side as viewed inFIG.8) and receives power and communications at a power and communications interface89. The authentication module88is coupled to an electrical spring84(e.g., Nitinol wire) coupled to blade86and configured to move the blade away from the external threads of the stud to unlock the fastener. The blade86is held in place against a member85(e.g., spring or compressible member) upon which a hinge point87of the blade is defined. The authentication module88also controls another blade86through electrical spring84positioned on an opposite side of the nut82. A control wire81extends from one side of the nut to the other side through interconnected drilled passageways83, which may be sealed after drilling. When the nut82is locked (power removed), the blades86are in contact with the stud at opening80. The blades86are positioned to allow the nut to freely rotate onto the stud without power but prevent rotation in the opposite (loosening, uncoupling) direction. When the current is switched on (e.g., through FETs as previously described) the Nitinol wire84heats up quickly, contracts, and pulls the blade86downward on the left and upward on the right (as viewed inFIG.8) to allow the nut to be rotated in a direction to remove the nut from the stud. When power is removed, the Nitinol wire cools, allowing the spring84to elongate and return to its initial position. The spring84may be a coiled Nitinol wire, a straight Nitinol wire, or a straight Nitinol wire coupled to a spring, for example. The opening into which the authentication module88and locking device (spring84, blade86) are inserted may be sealed with epoxy or an end cap90inserted after installation of components in the nut82. The end cap90on the right may include a drilled passage for a wire coupling the interface89to the authentication module88. It is to be understood that the arrangement of components within the nut, or locking system components may be different than shown, without departing from the scope of the embodiments.FIGS.9A-13illustrate additional configurations of locking devices and control systems, but it is to be understood that these are only examples and various arrangement of components and types of locking devices may be used. In one or more embodiments, the locking device may be configured with a fail-safe arrangement to prevent unlocking of the fastener assembly without proper authentication.FIG.9Ais a side view of the blade86and spring (compressible member85). In this example, a non-conductive adhesive91is positioned adjacent to the blade86. The adhesive91may be configured to lock the blade in its locked position (e.g., adhere blade86to nut or prevent movement about the blade hinge point87) if the nut is exposed to high temperatures (e.g., 1.5 times the state change temperature of the Nitinol material). If the fastener assembly is exposed to a high temperature, rather than failing in the unlocked position, the blade will remain in the locked position. It is to be understood that this is only an example and a different type of fail-safe mechanism may be used for locking the nut in place upon failure of the locking device or heating of the fastener assembly to prevent tampering or failure in the unlocked position. FIG.9Billustrates the addition of a spring92coupled to a movement sensor93. As the blade86moves (due to contraction of Nitinol wire84) the spring92, which is coupled at one end to the blade86and the other end to the sensor93, indicates movement of the blade86. The sensor93may send a signal over wire94to the controller to identify movement of the blade86. It is to be understood that this is only an example and other types of sensors (e.g., resistive sensors) for detecting movement of the locking device may be used without departing from the scope of the embodiments. FIGS.9C and9Dillustrate an example in which a Nitinol blade96is configured with an initial straight (locked) position shown inFIG.9C. With a current applied to the Nitinol blade96, the blade bends away from the stud in opening80to unlock the fastener. Upon removal of the current, the blade96cools and returns to its initial position (FIG.9C). As previously noted, these are only examples and other arrangements of springs, blades, sensors, or other locking members may be used without departing from the scope of the embodiments. FIG.10is a cross-sectional view of a nut102taken along line10-10inFIG.4and a control assembly105for insertion into the nut. As shown in the assembled view ofFIG.11, two control assemblies105are inserted into opposite sides of the nut at openings116, but for simplification only one control assembly is shown inFIG.10. Each of the control assemblies105comprises a locking device and at least one of the control assemblies comprises an authentication module108. In this example, each of the control assemblies105comprises the authentication module108, one defined as the primary controller and the other defined as the secondary controller. The primary and secondary controllers108may be coupled through a primary/secondary control wire115as described above with respect toFIG.7, which may be routed through two drilled passages103. Power and communications interface109is coupled to the primary controller108. As shown inFIG.11, after the control assemblies105are installed, an epoxy cap112may be inserted to seal and protect the assembly from harm or intrusion. End caps113may also be inserted into the drilled passages103containing control wire115. Each control assembly105comprises an authentication module (primary or secondary controller108) electrically coupled to springs (electrical spring or wire, tension spring)104a,104bconnected to blade106. The springs receive current through wires111a,111band are arranged to work together to move a blade106from its locked position to its unlocked position. In one example, spring104bmay comprise a tension spring providing a counterbalance when spring104acreates tension at the spring. When power is applied to the springs104a,104b, the blade106moves away from external threads of the stud, thereby unlocking the fastener assembly. A movement sensor (e.g., resistive device)107asenses movement of the blade106through a link107bproviding an input based on movement of the blade to controller108through wire111c.FIG.11illustrates engagement of the blades106against the fastener10. For simplification, threads are not shown at the opening110or fastener10. As previously noted, the arrangement of springs and blades shown inFIGS.10and11is only an example and any suitable arrangement of Nitinol wires and springs (electric or mechanical springs) and blade may be used to provide movement of the blade (or other element) from its locked position to its unlocked position upon application of a current (heat) to one or more heat activated wires. It is to be understood that the locking devices shown and described herein are only examples and other configurations may be used, without departing from the scope of the embodiments. For example, the locking member may be controlled with magnetics, solenoid operated devices (actuators, springs), piezo-electronics, or other electromechanical devices. FIGS.12and13illustrate systems for wireless authentication and direct contact authentication, respectively. In one or more embodiments, the systems may provide a direct feedback loop so if tampering occurs without authentication approval, the central system (e.g., CPU (Central Processing Unit)) may raise an alarm. For example, if the CPU senses that a nut has been removed from a fastener without authorization, an alarm may be initiated. For the embodiments shown inFIGS.12and13, power and communications are received from an external source other than the tool, therefore any standard tool may be used to remove the nut (uncouple fastener assembly). Referring first toFIG.12, a nut122is shown comprising the authentication module88controlling electrical springs84coupled to the blades86, as described above with respect toFIG.8. The power and communications interface89is shown in this example, but the interface is optional and may be removed. Power is received from battery120and communications are received at wireless interface125, which may comprise a Bluetooth module or other wireless interface operating according to any suitable protocol. A drilled passageway121is provided to couple the battery120and wireless interface125to the authentication module88. The battery120and wireless interface125may be covered with a removable cap or seal124for ease of replacement. FIG.13shows a nut132comprising a power and communications interface134positioned on a bottom surface (face) of the nut in direct contact with a mounting surface comprising a mating interface, as described below with respect toFIG.14. Power and communications are provided to the authentication module88through drilled passages131. The power and communications interface134may comprise one or more contact point as described below with respect toFIG.14. As noted above with respect toFIG.12, the power and communications interface19located on the side of the nut may be removed from this embodiment or provided as a backup method for unlocking the fastener assembly. FIG.14illustrates two fastener assemblies each comprising a fastener140(e.g., stud) and nut142. The nut142receives power and communications from mating structure (surface141) at contact points144. The fastener assemblies may be used, for example, to securely mount a network device (e.g., server blade, Wi-Fi or cellular module, router, or other network component or subsystem)138to a structure (e.g., frame or support in electric vehicle). The surface141shown inFIG.14may comprise a mounting bracket connected to the network device and the fastener assemblies may lock the network device in place on a supporting structure. The locked fastener assembly prevents, for example, removal of a server blade from an electric vehicle without proper authorization, which may be provided through direct control from a controller (security and communications system145) at the network device138. FIG.14illustrates power and communications wires143transmitting power and communications to the contact points144on surface141for transmitting power and communications to the interfaces on a bottom face of the nut142. Multiple contact points may be used to maintain power during spin-off time of the nut. In the example shown inFIG.14two contact points144are provided for each nut42to reduce the time period between power application as the nut rotates. As previously described, a capacitor (super capacitor) may be included in the circuit so that the nut is able to hold a charge as the nut is rotated or moved away from the surface141. In one example, the contacts points (or interface at the surface) may be spring loaded so that the interface remains in contact with the nut as it moves away from the mounting surface. In another example, a user has access to the fastener, which is rotated relative to the nut so that the nut remains flush against the mounting surface as the fastener is removed. The authentication module at the fastener assembly receives power and communications through the contact point144from a security system at the network device. The network device138includes one or more processor147(e.g., CPU), memory146(local or cloud storage), security and communications systems, authentication module (controller)149, and power supply144. In the example shown inFIG.14, the CPU147is in communication with memory146and FPGA (Field-Programmable Gate Array)148or other integrated circuit. The FPGA148is in communication with the authentication module149and security/communications system145. Memory146may be a volatile memory or non-volatile storage, which stores various applications, operating systems, modules, and data for execution and use by the processor. The device may include any number of memory components. Logic (software, firmware, control logic, code) may be encoded in one or more tangible media for execution by the processor147. For example, the processor147may execute codes stored in a computer-readable medium such as memory146. The computer-readable medium may be, for example, electronic (e.g., RAM (random access memory), ROM (read-only memory), EPROM (erasable programmable read-only memory)), magnetic, optical (e.g., CD, DVD), electromagnetic, semiconductor technology, or any other suitable medium. In one example, the computer-readable medium comprises a non-transitory computer-readable medium. The network device138may include any number of processors. It is to be understood that the network device138shown inFIG.14and described above is only an example and that different configurations of network devices (with more or fewer components) may be used. For example, the network device may further include any suitable combination of hardware, software, algorithms, processors, devices, components, or elements operable to facilitate the capabilities described herein. FIG.15illustrates a fastener assembly comprising an unthreaded fastener (shaft, stud, pin, card)150and nut (cap, inner shell)152, in accordance with one embodiment. The fastener150comprises grooves151for receiving pins156of the locking device. The nut152includes an opening for slidable receiving the fastener150. The upper end of the fastener150may be tapered to allow the fastener to freely slide into the receiving member (nut)152with the locking members156in their locked (extended) position. The nut152comprises authentication modules158and a locking device comprising springs154and locking members156. In the example shown inFIG.15, two authentication modules158are shown, but as previously described only one authentication module may control both locking members. The authentication modules158may be in communication through one or more wires passing through drilled passages (not shown), as previously described. The authentication module158is electrically coupled to the electrical spring154, which may comprise a Nitinol wire that compresses when a current is applied to pull the locking member156away from the groove151and disengage the locking member from the fastener150to unlock the nut152from the fastener. In the example shown inFIG.15, another Nitinol spring157is provided to force the locking member156in its locked position in case of a failure at the electrical spring154or if heat is applied to the fastener assembly, resulting in heating of both springs154and157. Electrical spring154is configured to overcome the force of spring157when an electrical current is applied to the wire of spring154during normal operation. If heat is applied to the springs154and157, both of the springs are active and the force applied by spring157is greater than the compressive force of spring154and the locking member156remains engaged. It is to be understood that the arrangement of locking members156and springs154,157shown inFIG.15is only an example and other locking mechanisms may be used including the blade spring arrangement previously described, with the blade members received in grooves in the fastener to prevent uncoupling of the fastener assembly without proper authorization. In the example shown inFIG.15, a rotatable (outer) shell153is mounted on (placed over) the nut152with a roller bearing155(or split ring) allowing the outer shell to freely rotate relative to the nut152. Power and communications may be provided through a direct contact or wireless interface (not shown) as previously described. The fastener150shown inFIG.15may comprise any slidable member (e.g., cylindrical, rectangular) comprising one or more grooves157for receiving one or more locking members156. For example, the receiving member152may comprise a structure with integrated authentication module and locking member positioned adjacent to a slot for receiving a component such as a card (e.g., memory card, line card) to securely lock the card in place and prevent removal without proper authorization. FIG.16illustrates a fastener assembly comprising a bolt160received in a nut162comprising an integrated authentication module and locking device, as previously described. In order to prevent physical tampering with the fastener assembly, a groove (flange)165is formed in an upper surface of a mounting structure161so that at least a portion of the nut162is received in the groove to prevent insertion of a tool under the nut to physically force the locked nut off of the fastener160. As shown inFIG.16, the mounting structure161(mating brackets, frames, supports) comprises an opening167for receiving the first member (fastener)160and the flange165for receiving at least a portion of the second member (nut)162to prevent access to at least one face of the second member. FIG.17is a front view of a mechanical fastener assembly with an electronic authentication module178integrated into a fastener170, in accordance with one embodiment. The fastener assembly comprises the fastener170(e.g., bolt) with external threads175and head177comprising the integrated authentication module178. The external threads175of the bolt170are received in a nut172with internal threads on central longitudinal opening174. The nut may be attached to a structure receiving the fastener. The authentication module178receives power and communications from external power and communications interface179. The authentication module178is in communication with a locking device176to unlock the fastener assembly upon receiving a proper authentication code from a tool (e.g., wrench used to loosen bolt from nut172), direct contact with a surface interposed between bolt head and nut, or a source in wireless communication with the authentication module178. The locking device176may comprise for example, a ring, pin, blade, or other locking member operable to engage with the nut and prevent loosening of the nut until moved to its unlocked position. The bolt is free to rotate in a coupling direction with the locking device176engaged. The locking device may comprise an electrically controlled spring, blade, wire, or other mechanism, as previously described. FIG.18is a flowchart illustrating an overview of a process for locking and unlocking the fastener assembly, in accordance with one embodiment. The fastener assembly (fastener/receiving member (structure), stud/nut, bolt/nut) is coupled at step180. As described above, power is not needed to couple the fastener assembly so any tool may be used or the fastener or nut may be tightened by hand. The locking device (e.g., blade, pin) automatically engages to lock the fastener assembly once the fastener is inserted into the nut (step182). Power and communications are received at the authentication module integrated into the fastener assembly (e.g., one of the fastener or the nut) (step184). The authentication module authenticates a request to unlock the fastener assembly (step186) and disengages the locking device to unlock the fastener assembly (step188). As previously described, the authentication module provides input to the locking device, which may comprise, for example, a signal to a switch (FET) to provide current to a Nitinol element. Application of current (heat) to the Nitinol element causes the element to change shape and unlock the locking device. Although the method and apparatus have been described in accordance with the embodiments shown, one of ordinary skill in the art will readily recognize that there could be variations made without departing from the scope of the embodiments. Accordingly, it is intended that all matter contained in the above description and shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. | 40,984 |
11858459 | This specification includes references to “one embodiment” or “an embodiment.” The appearances of the phrases “in one embodiment” or “in an embodiment” do not necessarily refer to the same embodiment. Particular features, structures, or characteristics may be combined in any suitable manner consistent with this disclosure. “Comprising.” This term is open-ended. As used in the appended claims, this term does not foreclose additional structure or steps. Consider a claim that recites: “An apparatus comprising one or more processor units . . . .” Such a claim does not foreclose the apparatus from including additional components (e.g., a network interface unit, graphics circuitry, etc.). “Configured To.” Various units, circuits, or other components may be described or claimed as “configured to” perform a task or tasks. In such contexts, “configured to” is used to connote structure by indicating that the units/circuits/components include structure (e.g., circuitry) that performs those task or tasks during operation. As such, the unit/circuit/component can be said to be configured to perform the task even when the specified unit/circuit/component is not currently operational (e.g., is not on). The units/circuits/components used with the “configured to” language include hardware—for example, circuits, memory storing program instructions executable to implement the operation, etc. Reciting that a unit/circuit/component is “configured to” perform one or more tasks is expressly intended not to invoke 35 U.S.C. § 112, sixth paragraph, for that unit/circuit/component. Additionally, “configured to” can include generic structure (e.g., generic circuitry) that is manipulated by software and/or firmware (e.g., an FPGA or a general-purpose processor executing software) to operate in manner that is capable of performing the task(s) at issue. “Configure to” may also include adapting a manufacturing process (e.g., a semiconductor fabrication facility) to fabricate devices (e.g., integrated circuits) that are adapted to implement or perform one or more tasks. “First,” “Second,” etc. As used herein, these terms are used as labels for nouns that they precede, and do not imply any type of ordering (e.g., spatial, temporal, logical, etc.). For example, a buffer circuit may be described herein as performing write operations for “first” and “second” values. The terms “first” and “second” do not necessarily imply that the first value must be written before the second value. “Based On.” As used herein, this term is used to describe one or more factors that affect a determination. This term does not foreclose additional factors that may affect a determination. That is, a determination may be solely based on those factors or based, at least in part, on those factors. Consider the phrase “determine A based on B.” While in this case, B is a factor that affects the determination of A, such a phrase does not foreclose the determination of A from also being based on C. In other instances, A may be determined based solely on B. DETAILED DESCRIPTION Reference will now be made in detail to embodiments, examples of which are illustrated in the accompanying drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. However, it will be apparent to one of ordinary skill in the art that some embodiments may be practiced without these specific details. In other instances, well-known methods, procedures, components, circuits, and networks have not been described in detail so as not to unnecessarily obscure aspects of the embodiments. It will also be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first contact could be termed a second contact, and, similarly, a second contact could be termed a first contact, without departing from the intended scope. The first contact and the second contact are both contacts, but they are not the same contact. The terminology used in the description herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used in the description and the appended claims, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term “and/or” as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items. It will be further understood that the terms “includes,” “including,” “comprises,” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “if” may be construed to mean “when” or “upon” or “in response to determining” or “in response to detecting,” depending on the context. Similarly, the phrase “if it is determined” or “if [a stated condition or event] is detected” may be construed to mean “upon determining” or “in response to determining” or “upon detecting [the stated condition or event]” or “in response to detecting [the stated condition or event],” depending on the context. FIG.1illustrates a schematic block diagram of a vehicle100which comprises a vehicle navigation system (VNS) which is configured to control various control elements of the vehicle to navigate the vehicle through an environment, according to some embodiments. The VNS can control various control elements based on driving control commands generated at one or more user interfaces, navigation control modules, remote control systems, etc. The VNS, in some embodiments, includes an autonomous navigation system (ANS) which is configured to autonomously generate autonomous driving control commands which control various control elements of the vehicle to autonomously navigate the vehicle along one or more driving routes. Vehicle100will be understood to encompass one or more vehicles of one or more various configurations which can accommodate one or more occupants, including, without limitation, one or more automobiles, trucks, vans, etc. Vehicle100can include one or more interior cabins (“vehicle interiors”) configured to accommodate one or more human occupants (e.g., passengers, drivers, etc.), which are collectively referred to herein as vehicle “occupants”. A vehicle interior can include one or more user interfaces115, including one or more manual driving control interfaces (e.g., steering device, throttle control device, brake control device), display interfaces, multimedia interfaces, climate control interfaces, some combination thereof, or the like. Vehicle100includes various vehicle control elements112which can be controlled, via one or more of the interfaces115and the VNS110, to navigate (“drive”) the vehicle100through the world, including navigate the vehicle100along one or more driving routes. In some embodiments, one or more control elements112are communicatively coupled to one or more user interfaces115included in the vehicle100interior, such that the vehicle100is configured to enable an occupant to interact with one or more user interfaces115, including one or more manual driving control interfaces, to control at least some of the control elements112and manually navigate the vehicle100via manual driving control of the vehicle via the manual driving control interfaces115. For example, vehicle100can include, in the vehicle interior, a steering device, throttle device, and brake device which can be interacted with by an occupant to control various control elements112to manually navigate the vehicle100. Vehicle100includes a vehicle navigation system (VNS)110which is configured to generate control element commands which cause the vehicle100to be navigated though an environment. In some embodiments, a VNS is implemented by one or more computer systems. VNS110is communicatively coupled to at least some of the control elements112of the vehicle100and is configured to control one or more of the elements112to navigate the vehicle100. Control of the one or more elements112to autonomously navigate the vehicle100can include VNS110generating one or more control element commands, also referred to herein interchangeably as control element signals. In some embodiments, VNS110generates control element signals which cause one or more sets of control elements112to navigate the vehicle100through the environment based on input received at VNS110via one or more user interfaces115. Such generation of control element signals can also referred to as manual driving control of the vehicle100at the VNS110. In some embodiments, VNS110autonomously generates control element signals which cause one or more sets of control elements112to navigate the vehicle100through the environment along a particular driving route. Such control can also referred to as autonomous driving control of the vehicle100at the VNS110. As used herein, autonomous navigation of the vehicle100refers to controlled navigation (“driving”) of vehicle100along at least a portion of a route based upon autonomous driving control, by VNS110, of the control elements112of the vehicle100, including steering control elements, throttle control elements, braking control elements, transmission control elements, etc. independently of manual driving control input commands receiving from a user of the vehicle via user interaction with one or more user interfaces115. Vehicle100includes one or more communication interfaces116which are communicatively coupled with VNS110and are configured to communicatively couple VNS110to one or more remotely located systems, services, devices, etc. via one or more communication networks. For example, an interface116can include one or more cellular communication devices, wireless communication transceivers, radio communication interfaces, etc. VNS110can be communicatively coupled, via an interface116, with one or more remote services via one or more wireless communication networks, including a cloud service. VNS110can communicate messages to a remote service, system, etc., receive messages from the one or more remote services, systems, etc., and the like via one or more interfaces116. In some embodiments, communicatively coupling VNS110with a remote service, system, etc. via interface116includes establishing a two-way communication link between the VNS110and the remote service, system, etc. via a communication network to which the interface116is communicatively coupled. Vehicle100includes a set of one or more external sensor devices113, also referred to as external sensors113, which can monitor one or more aspects of an external environment relative to the vehicle100. Such sensors can include camera devices, video recording devices, infrared sensor devices, radar devices, depth camera devices which can include one or more light-scanning devices including LIDAR devices, precipitation sensor devices, ambient wind sensor devices, ambient temperature sensor devices, position-monitoring devices which can include one or more global navigation satellite system devices (e.g., GPS, BeiDou, DORIS, Galileo, GLONASS, etc.), some combination thereof, or the like. One or more of external sensor devices113can generate sensor data associated with an environment as the vehicle100navigates through the environment. Sensor data generated by one or more sensor devices113can be communicated to VNS110as input data, where the input data can be used by the VNS100, when operating in autonomous driving control mode, to generate driving control signals which, when executed by control elements112, cause the vehicle100to be navigated along a particular driving route through the environment. In some embodiments, VNS110communicates at least some sensor data generated by one or more sensors113to one or more remote systems, services, etc. via one or more interfaces116. Vehicle100includes a set of one or more internal sensors114, also referred to as sensor devices114, which can monitor one or more aspects of the vehicle100interior. Such sensors can include camera devices, including one or more visible light cameras, infrared cameras, near-infrared cameras, depth cameras which can include one or more light-scanning devices including LIDAR devices, some combination thereof, etc. configured to collect image data of one or more occupants in the vehicle interior, control element sensors which monitor operating states of various driving control interfaces115of the vehicle, chemical sensors which monitor the atmosphere of the vehicle interior for the presence of one or more chemical substances, some combination thereof, etc. One or more of internal sensor devices114can generate sensor data. Sensor data generated by one or more internal sensor devices114can be communicated to VNS110, where the input data can be used by the VNS110to determine a health state of one or more occupants of the vehicle100interior. In some embodiments, one or more sensors114generate sensor data regarding one or more particular positions within the vehicle interior, and sensor data generated by the sensors114can be used by the VNS to determine whether one or more occupants located in one or more particular positions in the vehicle interior is associated with an emergency health state. The VNS110can continuously monitor the health state parameters associated with occupants of the vehicle interior. In some embodiments, VNS110is configured to monitor health state parameters of human individuals located external to the vehicle within a certain proximity distance of the vehicle, based on processing sensor data generated by one or more sensor devices113. The sensors114can generate data which can be processed by VNS110to determine one or more parameters associated with the occupant's health, including occupant pupil dilation, blinking body temperature, heartbeat, perspiration, head position, etc. Such parameters can be referred to as health state parameters of the occupant. VNS110can process the parameters and determine a “health state” of the occupant, including a “drowsy state”, “intoxicated state”, cognitively impaired state”, “emergency health state”, etc., based on comparing one or more of the health state parameters against one or more health state parameter threshold values associated with the one or more particular health states. VNS110includes a set of modules which are configured to enable VNS110to cause the vehicle100to be navigated through an environment based on remote driving control of the vehicle. Remote driving control can be based on one or more remote driving command signals, also referred to herein as remote driving commands, received at VNS110from one or more remote control systems via one or more interfaces116. VNS110includes an remote control request module122which determines whether to generate a remote control request signal which, when received at a remotely located remote control system, is processed as a request, by VNS110, for the remote control system to engage remote driving control of the VNS110via one or more interfaces116. Module122can monitor one or more aspects of the interior and exterior of the vehicle, via sensor data generated by one or more sensors113-114, and can determine whether to generate a remote control request signal which is transmitted to a remote control system via an interface116based on monitoring one or more health state parameters associated with one or more occupants of the vehicle interior, proximate external individuals, etc. For example, module122can monitor a health state of an occupant of the vehicle interior, via sensor data generated by a sensor114, and can generate a remote control request message based on a determination that the health state of the occupant corresponds to an emergency health state. The remote control request message can include information specifying a basis upon which module122generates the message, including a specification of a health state of an occupant of the vehicle. In some embodiments, the remote control request signal includes an emergency remote control signal, generated based at least in part upon the deterring that a health state of an occupant of the vehicle100corresponds with an emergency health state, which includes a request for a remote control system to remotely control vehicle100so that vehicle100is remotely navigated to a medical care location, including an emergency care center, hospital, etc. In some embodiments, the remote control request signal includes health state parameter data associated with a monitored vehicle occupant, proximate external individual, etc. In some embodiments, module122generates a remote control request signal based on user-initiated commands received at VNS110from an interface115. For example, an interface115can include a remote control element with which a user can interact to command module122to generate a remote control request, to a remote control system via an interface116, to engage in remote control of the vehicle100. In some embodiments, module122generates a remote control request signal based on user-initiated commands received at VNS110from a user device which is separate from vehicle100. In some embodiments, module122generates a remote control request based on determining that user information included in the user-initiated commands received at VNS110from a user device identifies a user profile which is associated, at module125, with a set126of authorized users. VNS110can include a navigation control module124which is configured to generate control element signals which are executed by one or more control elements112to cause the vehicle100to be navigated. Module124is configured to establish a driving control mode of the VNS110and generate control element signal based on the present driving control mode of the VNS110. The driving control mode can include one or more of a manual driving control mode, autonomous driving control mode, and a remote driving control mode. In some embodiments, module124processes particular inputs to VNS110based on the present driving control mode of VNS110. For example, where VNS110is in a manual driving control mode, module124can selectively generate control element signals based on manual driving control commands received at VNS110via one or more user interfaces115. In another example, where VNS110is in an autonomous driving control mode, module124can generate control signals based on processing sensor data generated by one or more sensors113and a driving route along which the vehicle100is to be navigated, where module124can switch between autonomous driving control mode and manual driving control mode based on signals received from one or more interfaces115. The driving route can be generated at module124based on input commands received from an interface115, data received from one or more interfaces116, etc. In another example, where VNS110is in a remote driving control mode, module124can generate control signals based on remote control commands received from a remote control system via one or more interfaces116. Where VNS110is in a remote driving control mode, module124can selectively ignore driving control commands received at VNS110from one or more interfaces115. Module124can switch the VNS110to a remote driving control mode based on one or more of generation of an remote control request signal at module122, receipt of one or more remote driving commands from a remote control system via an interface116, generation of an authorization signal at module125, receipt of an authorization confirmation signal from a remote control system via an interface116, some combination thereof, etc. In some embodiments, module124selectively switches the VNS110between remote driving control mode and one or more other driving control modes based on a remote control switching command received at VNS110from a remote control system via one or more interfaces116. A remote control switch command can include authorization information which identifies the remote control system and includes password information which is processed by module125to determine that remote control driving mode is authorized and confirmed at the remote control system. VNS110includes an authorization module125which selectively authorizes remote driving control of VNS110at a remote control system. Module125includes one or more of vehicle identity information127which uniquely identifies the vehicle100, user profile information126which uniquely identifies particular user profiles associated with one or more end users which are authorized to command remote driving control of VNS110, etc. Users can benefit from use of personal data, which can include user profile information126associated with a user profile. For example, the personal data can be used to ensure that remote control of a vehicle is authorized by particular users. Accordingly, use of such personal data enables users to influence and control whether remote driving control of a vehicle is engaged. In some embodiments, the personal data can include health data associated with an occupant which can be, based on authorization by the occupant, transmitted to one or more remote systems, services, etc., including the remote control system, a remote medical service, a remote medical facility, etc., and the personal data can be used to determine a destination, including a particular medical center, to which the vehicle is remotely navigated. As a result, the personal data can be used to enable an occupant in medical distress to be navigated to an appropriate location where the occupant can receive care tailored to the occupant's health state. Users, which can include occupants, can selectively block use of, or access to, personal data. A system incorporating some or all of the technologies described herein can include hardware and/or software that prevents or blocks access to such personal data. For example, the system can allow users to “opt in” or “opt out” of participation in the collection of personal data or portions of portions thereof. Also, users can select not to provide location information, or permit provision of general location information (e.g., a geographic region or zone), but not precise location information. Entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal data should comply with established privacy policies and/or practices. Such entities should safeguard and secure access to such personal data and ensure that others with access to the personal data also comply. Such entities should implement privacy policies and practices that meet or exceed industry or governmental requirements for maintaining the privacy and security of personal data. For example, an entity should collect users' personal data for legitimate and reasonable uses, and not share or sell the data outside of those legitimate uses. Such collection should occur only after receiving the users' informed consent. Furthermore, third parties can evaluate these entities to certify their adherence to established privacy policies and practices. Module125can, in response to receipt of a remote control authorization request signal from a remote control system via an interface116, determine whether to authorize the remote driving control of the VNS110at the remote control system based on processing information included in the request signal. Based on determining that the request is to be authorized, module125can generate an authorization signal which authorizes the remote control system to remotely control the vehicle100. The module125can, based on determining that the request is to be authorized, command module124to switch to remote driving control mode, so that the module124is commanded to generate control element signals based on remote driving commands received at VNS110from the remote control system via an interface116. In some embodiments, module125determines whether to authorize remote driving control of vehicle100based on comparing data included in the authorization request with one or more sets of data. In some embodiments, where VNS110receives a remote control authorization request signal which indicates that remote control of vehicle100is requested by a user, separately from generation of a remote control request signal at module122, the authorization request signal can include information identifying a user profile associated with the user requesting that remote driving control of VNS110be engaged. Module125can compare the user identifying information with a stored set126of user profiles which are determined to be associated with users who are authorized to request that remote control of VNS110be engaged. Upon determining that the user indicated in the authorization request correlates with an authorized user profile126, module125can generate an authorization signal which indicates, to the remote control system, that VNS110authorizes remote control of vehicle100by the remote control system. Where the authorization request signal includes vehicle identification data identifying a vehicle100for which remote control is requested, module125can compare the vehicle identification data to stored identify information127and can generate an authorization signal based on determining that the vehicle identification data include in the authorization request signal matches the vehicle identity information127associated with vehicle100. Such information can include a password, passcode, key, etc. associated with “unlocking” remote driving control of the vehicle, so that module125can generate an authorization signal based on determining that the password, passcode, key, etc. is included in the authorization request signal. Vehicle110includes a set of remote control devices117which are configured to be selectively activated and controlled based on VNS110operating in a remote driving control mode. The devices117can be configured to be inhibited, disabled, etc. when VNS110is in other driving control modes, including manual driving control mode, autonomous driving control mode, etc. In some embodiments, devices117include one or more sets of devices which indicate, to one or more elements of an external environment in which the vehicle100is located, that the vehicle is being navigated through the environment based on remote control of the VNS110. For example, devices117can include a set of light indicators, noisemakers, sirens, audio speaker devices, etc. The devices117can generate a predetermined set of signal patterns, including particular light signal patterns, audio signals, etc. In some embodiments, the devices117, when activated, indicate that the vehicle100is being operated as an emergency vehicle and is to be considered by other external traffic participants to be an emergency vehicle. An emergency vehicle can include, for example, an ambulance. In some embodiments, one or more devices117include one or more particular interface devices which, when activated, can be controlled to actively interact with one or more elements of the external environment. For example, one or more devices117can include a traffic control device, including an infrared signaling device, which can control one or more traffic control signals in the environment. In some embodiments, one or more of the remote control devices117includes a speaker device via which audio commands, prompts, messages, etc. can be provided to one or more vehicle occupants, proximate external individuals, etc. The audio commands, prompts, messages, etc. can be predetermined messages generated at one or more of the VNS110or a remote control system, audio signals generated via operator interaction with an audio interface at the remote control system, etc. For example, an operator at the remote control system can utilize one or more remote control devices117to communicate with an occupant of the vehicle100, communicate with a proximate external individual, etc. The operator may communicate with an occupant of the vehicle to request and provide information, request that the occupant perform certain acts, etc. The operator may communicate with a proximate external individual to request the individual to enter the vehicle interior. VNS110includes a device control module128which is configured to selectively activate and control one or more of the remote control devices117based on determining that the module124has switched VNS110into a remote driving control mode. In some embodiments, module128selectively activates and controls one or more of the devices117based on one or more commands received from a remote control system via an interface116. In some embodiments, module128disables some or all of devices117, such that the devices are deactivated, based on determining that a remote driving control mode of VNS110is deactivated. Module128can inhibit control of devices117at vehicle based on user-initiated commands received from one or more interfaces115, based on a determination that the remote driving control of VNS110is presently disabled. FIG.2illustrates a block diagram schematic of a vehicle and remote control system which are communicatively coupled via a communication network, according to some embodiments. The vehicle200and VNS210illustrated inFIG.2can include any of the embodiments of vehicles and VNSs, etc. included herein, including vehicle100and VNS210illustrated and discussed with reference toFIG.1. One or more of the VNS210, remote control system260, user device230, etc. can be implemented by one or more computer systems. FIG.2illustrates a remote control system260which is configured to enable selectively engaged remote driving control of a vehicle200via a communication network250, where an operator270interacting with a control interface provided by the remote control system260can control the navigation of the vehicle200through one or more environments. As a result, remote control system260enables remote driving control of vehicle200based on interaction of operator270with one or more interfaces of system260. As shown, vehicle200includes a VNS210. The VNS210includes a remote control request module222that is configured to generate a remote control request signal which includes a request for system260to engage remote driving control of vehicle200. Module222can generate the signal based on determining that a health state of one or more individuals located in the vehicle200interior, proximate to the vehicle200, some combination thereof, etc. correlates with an emergency health state. In some embodiments, an occupant of the vehicle200can interact with one or more interfaces of the vehicle200to command module222to generate the remote control request signal. Such interaction can include an occupant of the vehicle200commanding the module222to establish a communication link with one or more operators of the remote control system260. The remote control request signal can be communicated from vehicle200to system260via network250. In some embodiments, the remote control request signal includes vehicle identity information identifying the vehicle200, one or more instances of health state information associated with one or more individuals, occupants, etc., an indication of a basis upon which module222generates the request signal, some combination thereof, etc. The remote control system260includes a request processing system262which is configured to determine, based on receipt of the remote control request signal, that remote driving control of vehicle200at system260is requested. System262can determine an identity of the vehicle200, which can include contact address information which indicates a contact address of the vehicle via which system260can communicate with VNS210via network250. System260includes an authorization system264which is configured to generate a remote control authorization request signal, based on the determination at system262that remote driving control of vehicle200at system260is requested. The authorization request signal includes a request for authorization of remote driving control of the vehicle220. System260can be configured to selectively engage remote driving control of vehicle200based on determination that remote driving control is authorized. The authorization request signal can be transmitted to vehicle200over network250. In some embodiments, the remote control system260is comprised in a civil emergency response system, sometimes referred to as a “911” emergency response service. In some embodiments, a user can establish a communication link can be established with one or more operators of the system260and can request the system260to establish remote driving control of the vehicle200. Such a request can be communicated verbally via an audio communication link between a device supporting the user, including one or more of a user device230, an interface included in the vehicle200, etc. VNS210includes an authorization module225which is configured to process an authorization request signal received from a remote control system260via network250and generate an authorization signal which indicates authorization of remote driving control of vehicle200. In some embodiments, module225generates the authorization signal based on determining that one or more instances of user identity information, vehicle identity information, etc. included in the authorization request signal matches with one or more instances of authorized user identity information, vehicle identity information, etc. associated with the vehicle200. For example, where authorization request signal generated at system264includes a remote control password, module225can compare the password with a stored instance of vehicle identity data which includes a remote control password associated with vehicle200and can determine, based on determining that the password included in the authorization request matches with the stored password, that the authorization request is proper. The module225can generate an authorization signal based on a determination that the authorization request is proper, where the authorization signal includes information indicating that remote driving control of the vehicle200is authorized. As referred to herein, remote driving control of a vehicle can be referred to interchangeably as remote driving control of a VNS which is included in the vehicle. In some embodiments, the authorization signal can include information indicating a particular communication link via which remote driving control of VNS210via network250can be implemented at system260. In some embodiments, where the remote control request is generated at module222, the request signal can include the authorization signal, so that the remote control system can determine that a remote control request signal received at system262includes an authorization of the remote driving control of the vehicle200. System264can generate an authorization confirmation signal which indicates, to VNS210, that system260has confirmed authorization of remote driving control of vehicle200, based on determining that an authorization signal indicating authorization of remote driving control of vehicle200is received. System260includes a navigation system266which is configured to generate remote driving command signals, also referred to herein as remote driving commands, which are communicated to VNS210over network250and, when received at VNS210, are executed by the VNS210to navigate the vehicle200according to the remote driving command signals, so that vehicle is navigated according to remote driving control of vehicle200at system260. VNS210includes a navigation control module224which receives and processes remote driving commands which are generated at system266and communicated to VNS210over network250, and module224generates one or more sets of control element signals which cause one or more control elements212in the vehicle200to navigate the vehicle200according to the remote driving command signals. In some embodiments, module224communicates sensor data generated by one or more sensors216to system260over network250. System260includes a control interface268which can provide sensor data generated at one or more sensors216, and communicated to system260via network250, to one or more operators270. In some embodiments, control interface268includes a display interface which provides one or more graphical representations of the vehicle200in an external environment, where the graphical representation is generated at system260based on the sensor data received from vehicle200over network250. Interface268can include one or more sets of driving control interfaces via which an operator270can interact to generate one or more driving commands. System266can process the driving commands and, based on the processing, generate one or more sets of remote driving commands which are communicated to VNS210over network250. In some embodiments, the remote control system260can selectively engage in remote driving control of a vehicle based on communication with a separate user device230which supports a separate user240. In some embodiments, remote control system260authorizes remote driving control of a vehicle200based on interaction with a user device230. In some embodiments, the remote control request signal generated at module222includes information identifying one or more user profiles, user devices, etc. associated with authorizing the request, and system260generates an authorization request signal, based on the information, which is transmitted to device230via network250and includes a request for authorization of remote driving control of vehicle200. The authorization request signal can include vehicle identity information received from vehicle200in the remote control request signal which identifies the vehicle200. System260can determine whether to generate an authorization request signal to device230based on a determination, at system262, regarding whether the request signal received from vehicle includes authorization of the remote driving control. Module222can determine whether to include authorization of the remote driving control in the request signal communicated to system260based on an identity of one or more users located in the vehicle200. For example, where module222determines that an occupant of the vehicle200is not associated with a stored authorized user profile, module222can decline from including an authorization indication in the request signal. Where module222determines that an occupant of the vehicle200is associated with a stored authorized user profile, for example based on facial recognition monitoring of the occupant, interaction with a user device in proximity to the occupant, etc. module222can include an authorization indication in the request signal. The authorization signal communicated from system260to device230can include an authorization request for a user240supported by the device230to authorize remote driving control of the vehicle200. Device230includes an authorization module236which can process the authorization module received from system260and can provide to the user240, via an interface232included in the device230, an indication of the request for remote driving control authorization. Based on user interaction with the interface232, module236can determine whether remote driving control of vehicle200is authorized. Where module236determines that remote driving control of vehicle200is authorized, module236can generate an authorization signal, which can include authorization information238, which is communicated to system260. Authorization system264can process the message received from device230and can determine, based on processing the authorization information238included in the message received from device230, that the user240supported by device230has authorized remote driving control of vehicle200. In response, system260can engage remote driving control of vehicle200, which can include commanding VNS210to communicate sensor data generated by one or more sensors216, providing representations of the vehicle200in the environment to operator270via interface268, and generating remote driving commands to VNS210based on operator270interaction with an interface268, which causes the VNS210to navigate the vehicle according to the driving control command signals. In some embodiments, a remote control request signal is generated at device230, and communicated to system260over network250, based on user240interaction with interface232of device230. Device230includes a remote access module234which is configured to generate a remote control request signal based on user interaction with interface232. The request signal generated at module234can include vehicle identity information which identifies vehicle200, user identity information which identifies user240, some combination thereof, etc. In some embodiments, system260is configured to generate an authorization request signal to a particular VNS210of a particular vehicle200based on information included in a remote control request signal received from device230. Where the signal received from device230includes user identity information identifying user240, system260is configured to correlate the user identity information with vehicle identity information that identities a vehicle which is associated with the user identity information. Vehicle identity information can include contact address information which specifies a contact address via which system260can communicate with vehicle200via network250, a password via which a communication link with the vehicle200can be established, some combination thereof, etc. Based on identifying vehicle200based on information included in a request signal received from device230, system260can generate an authorization request signal which includes a request for VNS210to authorize remote driving control of vehicle200by system260. The authorization request signal can include information identifying one or more of user240, device230, etc. Module225can respond to the authorization request signal by determining a match between the user identity information included in the authorization request signal with at least some user identity information included in stored set of authorized user profiles. Based on determining the match, module225can generate an authorization signal which indicates, to system260, that remote driving control of vehicle200is authorized. In some embodiments, remote driving control is engaged based on an audio communication link between a device supporting a user and the remote control system260. Remote driving control, by system260, of vehicle200can be engaged based at least in part upon an audio communication between one or more of a user240and an occupant of vehicle200and system260. For example, an occupant of vehicle200can establish a communication link with system260via interaction with one or more user interfaces of vehicle200and can communicate, via the communication link, a request for emergency assistance to one or more of the system260, an operator supported by the system260, etc. Such a communication can include an emergency distress message, also referred to as a “911 call”. In some embodiments, the system260is configured to determine that an occupant is requesting that remote driving control of vehicle200be engaged, based on processing the communication, and can generate an authorization request signal in response. In some embodiments, the communication is provided to an operator supported by system260, and system260selectively generates an authorization request signal based on operator interaction with one or more interfaces268of the system260in response. FIG.3A-Dillustrates interactions between the remote control system, a vehicle, and a user device associated with selectively engaging remote driving control of the vehicle at the remote control system, according to some embodiments. FIG.3Aillustrates communication of a remote control request to remote control system260via a communication network250, where the request is processed at a request processing system262of system260and system262determines, based on the processing, that remote driving control of vehicle200is requested. In some embodiments, the remote control request is generated at an access request module222of vehicle200and is communicated from vehicle200to system260as signal310over network250. Module222can generate the remote control request based on determining that one or more monitored conditions at least meets a threshold value. The determining can include a determination that a monitored health state parameter associated with at least one occupant of an interior of the vehicle200, at least one individual external to the vehicle200, some combination thereof, etc. at least meets one or more emergency health state parameter thresholds For example, where module222determines, based on processing sensor data generated by one or more sensor devices included in vehicle200, that a monitored health state parameter of an occupant of the vehicle200at least meets an emergency health state threshold, module222can, in response, generate a remote control request signal310which is communicated to system260can comprises a request for system260to engage in remote driving control of vehicle200. In some embodiments, module222generates signal310based at least in part upon a remote driving control request signal322received from a user device230supporting one or more authorized users. In some embodiments, device230includes a remote access module234which is configured to generate a remote control request signal322which is transmitted to vehicle200, and causes module222to generate remote control request signal310, based on user interaction with one or more user interfaces of device230. The signal322can include information identifying a user profile associated with the user supported by device230, and module222can generate signal310based on determining a match between the user profile identified in the signal322with an authorized user profile stored at vehicle200. In some embodiments, a remote control request signal is generated at the user device230instead of vehicle200and is communicated from device230to remote control system260as signal320via communication network250. In some embodiments, remote access module234is configured to generate a remote control request signal320which is transmitted to remote control system260, based on user interaction with one or more user interfaces of device230. The signal320can include information identifying one or more of a user profile associated with the user supported by device230, a particular vehicle200, etc. FIG.3Billustrates authorization of remote driving control of vehicle200at remote control system260via communication between the system260and one or more of vehicle200and user device230via network250. In some embodiments, remote control system260includes an authorization system264which, based on receipt of a remote control request signal310,320from one or more of the vehicle200or the device230at system260as shown atFIG.3A., generates an authorization request signal which requests one or more of a vehicle200or user device230to provide authorization of the remote driving control requested in the signal310,320. In some embodiments, where the request signal received at the request processing system262of remote control system260includes a signal320communicated from module234of user device230, the signal can include vehicle identity information which identifies a vehicle200for which remote driving control is requested and address information via which system260can communicate with vehicle200over network250. System264can, based on the vehicle identity information included in the request signal320, generate an authentication request signal331which is communicated to vehicle200and includes a request to authorization of remote driving control of the vehicle at system260. The signal331can include user identity information included in the signal320, and module225can compare the user identity information included in signal331which a stored set of authorized user identities. Module225can, based on determining a match between a user profile which is identified in the authorization request signal331and a stored set of authorized user profiles, generate an authorization signal332, which can include information indicating authorization of remote driving control of vehicle200, which is communicated to system260via network250. In some embodiments, where the request signal received at the request processing system262of remote control system260includes a signal310communicated from module222of vehicle210, the signal can include user identity information which identifies a user who can authorize the requested remote driving control. In some embodiments, the user identity information includes contact address information which identifies a user device230which can be contacted to request authorization. In some embodiments, the user identity information includes information identifying a user profile associated with a user which can be contacted to request authorization, and system264can, based on the user identity information, identify a particular user device230associated with the user profile. Based on identifying a user device230associated with the user identity, system264can generate an authorization request signal which is communicated333to the user device230via network250. The device230includes a module236which can provide a user supported by the device230with an indication of the authorization request signal and can, based on a user-initiated command to authorize the remote driving control of vehicle200, generate an authorization signal which can include information indicating authorization of the remote driving control of vehicle200and is communicated333to system260via network250. In some embodiments, an authorization signal which indicates authorization of the remote driving control of vehicle200can include communication data which enables remote driving control of the vehicle200. For example, the authorization signal can include a password which, when included with remote driving command signals communicated to the vehicle200, causes a navigation control module224of the vehicle200to execute the remote driving commands based on determining that the password correlates with a stored password which is associated with the vehicle. The password can be stored at one or more of modules225in vehicle200and module236at device230, and authorization signals generated at one or more of modules225,236and indicating authorization of remote driving control of vehicle200can include the stored password associated with vehicle200. FIG.3Cillustrates vehicle200being navigated based on remote driving control of the vehicle200at remote control system260via a communication link341over network250. System260includes a navigation control system266which is configured to, based on receiving authorization of remote driving control of vehicle200, establish a two-way communication link341between the system260and the vehicle200via communication network250. System266is configured to generate remote driving command signals which are communicated to the navigation control module224of vehicle200via link341, where the navigation control module generates control element commands to various control elements of the vehicle200which cause the vehicle200to be navigated according to the remote driving commands generated at control system266. Control system can generate a remote driving control initiation command which is communicated to vehicle200over link341and, when received at module224, is executed by module224and causes the module224to establish the driving control mode of vehicle200as the remote driving control mode, which includes commanding the module224to selectively generate control element commands based on remote driving commands received from system266via link241. The module224can selectively execute remote driving commands based on determining whether the remote driving commands include a password, key, etc. associated with the vehicle200, where the module responds to identification of the password, key, etc. in a remote driving command by determining that the remote driving command is an authentic command. The module can compare a password, key, etc. included in a received remote driving command with a stored password, key, etc. and can determine authenticity of the remote driving command based on determining that the password, key, etc. in the remote driving command matches the stored password, key, etc. Module224can, in response to receiving a remote driving control initiation command, generate sensor data signals which include sensor data generated by one or more sensor devices included in the environment and are communicated to system260via link341. The control interface268included in system260can process the sensor data included in the sensor data signals and can generate a representation of the vehicle200, the surrounding environment in which the vehicle is located, and one or more various parameters associated with the vehicle (e.g., velocity, acceleration, proximity to various elements in the environment, etc. which is provided to an operator via one or more interfaces. Control system266can generate remote driving commands based on operator interaction with one or more portions of the interface268. As shown inFIG.3C, additional signals342can be communicated between remote control system260and device230via network250, and additional signals343can be communicated between vehicle200and device230. The signals342,343can include signals indicating one or more parameters associated with the vehicle (e.g., velocity, acceleration, proximity to various elements in the environment, etc., an indication that the vehicle is in remote driving control mode, etc. FIG.3Dillustrates remote control system260terminating remote driving control of vehicle200. System266can determine to terminate remote driving control of vehicle200based at least in part upon one or more of a user-initiated command generated at interface268, a determination, based on received sensor data from vehicle200, that the vehicle200is located at a particular location proximate to one or more particular elements in the environment, etc. For example, system266can determine, based on processing sensor data received from vehicle200via network250, that the vehicle is stopped within a threshold proximity of a particular static element in the environment, including a hospital. The system266can provide an operator with a prompt to command remote driving control termination, via interface268. Based on determining that remote driving control is to be terminated, system266can generate a reset control signal which is communicated351to vehicle200via network250. Module224, upon receiving the reset control signal, can disable remote driving control mode of the vehicle200, which can include switching the driving control mode of the vehicle to autonomous driving control and engaging in autonomously navigating the vehicle along a selected driving route to a selected location, including a proximate parking space. In addition, based on determining that remote driving control is terminated, one or more of system260and vehicle200can generate reset control signals352,353which can be communicated to device230and can include a message, which can be provided to a user via interface232, indicating that remote driving control of vehicle200is terminated. In some embodiments, system266can generate control systems which are communicates351to vehicle200via network250and, when received, are executed by one or more portions of the vehicle200to control one or more various devices included in the vehicle200. For example, system266can generate remote control device commands which, when communicated to vehicle200via network250, are executed by one or more portions of the vehicle to control one or more remote control devices according to the remote control device commands. Such remote control device commands can include commands to activate one or more remote control device light indicators, audio speakers, etc. In some embodiments, system266can generate commands which are executed by one or more portions of vehicle200to control door locks in one or more of the doors included in the vehicle. In some embodiments, remote control system260is configured to remotely navigate vehicle200, based on remote driving control of the vehicle200, in response to a determination that the VNS210is unable to autonomously navigate the vehicle200under a particular set of conditions. Such a determination can be based on monitoring, at one or more of the system260, VNS210, etc. sensor data provided by one or more sensors216included in the vehicle200, and the particular set of conditions can include the sensor data having at least a certain minimum level of quality. As a result, system260can navigate vehicle200via remote driving control in response to sensor216data degradation. In addition, the particular set of conditions can include a present of a human adult within one or more particular portions of the vehicle200interior. For example, a remote driving control request to system260can be generated by VNS210based on a determination, at VNS210, that a human adult is absent from one or more particular portions of the vehicle interior, including one or more of a driver position, a front-seat position, some combination thereof, etc. In some embodiments, system260is configured to navigate vehicle200to one or more particular positions, via remote driving control of vehicle200by system260, to cause the vehicle to be positioned at a particular location. For example, where system260is associated with a valet parking service, the system260can receive a request, from one or more of the vehicle200, a user device230supporting an authorized user240, etc. for the vehicle200to be valet parked. In response, system260can engage remote driving control of vehicle200and navigate the vehicle200to a parking position. In response to receiving a request to navigate the vehicle to another position where an occupant can retrieve the vehicle, the system260can navigate the vehicle200to the other position and can hand off driving control to one or more of manual driving control, local autonomous driving control by the VNS210, etc. FIG.4illustrates an overhead view of a stopped vehicle which includes an impaired occupant being autonomously navigated from a starting position to a selected driving destination location, according to some embodiments. The vehicle illustrated inFIG.4includes a VNS included in any of the embodiments herein. In some embodiments, a VNS included in a vehicle401is configured to navigate the vehicle401, based on control element signals generated by the VNS which causes various control elements included in the vehicle to control one or more aspects of the vehicle, etc., based on remote driving commands received at the VNS from a remotely-located remote control system490via a two-way communication link491between the vehicle401and the system490. As a result, vehicle401is navigated through the environment400according to remote driving control of vehicle401at remote control system490. Remote driving control of vehicle401can be engaged based at least in part upon a determination, at a VNS included in the vehicle, that one or more health state parameters of an occupant of the vehicle at least meet one or more emergency state thresholds. When remote driving control of vehicle401at system490is engaged, a control system included in system490can generate remote driving commands, based on operator interaction with an interface included in the system490, which causes the vehicle401to be navigated to a particular location in the environment. As shown inFIG.4, vehicle can be navigated, via remote driving control, to one or more of a selection of driving destinations. The selection can be provided to an operator at system490, via one or more interfaces, and a particular selected destination480can be determined, and a driving route along which vehicle401can be navigated to destination480, based on operator-initiated selection of the particular destination480from the selection of driving destinations. FIG.4illustrates a geographic region400which includes a first driving location410at which a vehicle401is stopped in a particular location412. As shown, the driving destination410is a parking lot which comprises a set of parking spots412, and where the location412in which the stopped vehicle401is located is a particular parking spot. Vehicle401includes a VNS which has engaged remote driving control of vehicle401at system490, based at least in part upon a determination that at least one occupant of the vehicle interior is associated with one or more particular health states, including an emergency health state. The vehicle401is controlled by the VNS based on remote driving commands received from system490via link491. As shown inFIG.4, when the vehicle401is stopped and remote driving control of the vehicle401is engaged, the vehicle401can be autonomously navigated to a second driving destination480, and in particular to a driving destination location482associated with the driving destination480, via a route470A-E along various roadways420,430,440,450,460. Such navigation can include the VNS navigating the vehicle401according to remote driving commands received via link491from location412to destination480, where the VNS can refine the destination of the route470to be location482when the vehicle401is proximate to destination480, so that the vehicle can be stopped at location482as stopped vehicle401A. In some embodiments, the VNS included in vehicle401can navigate vehicle401along one or more various portions of a driving route based on remote driving commands which specify general navigation actions. For example, in the illustrated embodiments, the VNS included in vehicle401, when stopped at location412, can receive a remote driving command which generally specifies that the vehicle is to be navigated out of location410and into lane433of roadway430, and the VNS included in vehicle401can respond to the remote driving command by generating a set of control element signals which cause control elements of the vehicle to accelerate the vehicle along a set of pathways470A-B which result in the vehicle401being navigated through roadway420and into lane433of roadway430. Similarly, VNS can generate sets of control element signals which cause vehicle401to be navigated along various portions470C-F of the driving route according to general remote driving commands received from system490. In some embodiments, vehicle401can interact with various elements of the environment based on remote driving control of the vehicle being engaged. A vehicle401can include a set of remote control devices which are selectively activated or disabled based on whether the remote driving control of the vehicle is engaged or disabled, respectively. Where remote driving control of the vehicle is engaged, one or more of the remote control devices can interact with one or more elements of the environment to facilitate navigation of the vehicle through the environment. For example, where environment400includes elements481,484which are traffic control signals which indicate whether traffic moving along one or more of roadways420,430should move into subsequent roadways430,440, respectively, vehicle401can include a remote control device which can interact with one or more of the elements481,484and can cause the elements to switch the provided indication so that the elements indicate that traffic in the lane in which the vehicle401is located can proceed to move. As a result, navigation of the vehicle401through environment400can be accelerated while maintaining proper regulation of traffic through the environment. In some embodiments, where remote driving control of vehicle401is engaged, the vehicle401can be navigated in a manner which violates one or more various rules of the road. For example, where remote driving control is engaged, a VNS included in vehicle401can generate control element signals, based on remote driving commands received from system490, which cause the vehicle401to be navigated at a velocity which exceeds a speed limit of the roadway on which the vehicle401is located. In another example, where vehicle401is being navigated along route470B in lane433of roadway430, and the vehicle401is approaching a stopped vehicle483at intersection440, the VNS included in vehicle401can, based on received remote driving commands which command that vehicle401be navigated through intersection440and into roadway450, navigate the vehicle401along a route470C which navigates vehicle401into opposing-travel roadway lane431and into intersection400and a lane of roadway450, even though navigating into lane431can result in violations of traffic laws. Such violations can be temporarily authorized as a result of the vehicle401being in a remote driving control mode. In some embodiments, VNS selectively generates control element signals which cause the vehicle401to be navigated in violation of a traffic law based on receipt of a remote driving command, from system490, which includes an authorization to violate the traffic law. The authorization can include a specific authorization to violate a specific traffic law, a blanket authorization to violate a set of one or more various traffic laws, etc. The authorization can be restricted to navigation through a particular portion of the environment and can be retracted based on retraction signals received from system490. FIG.5illustrates an overhead view of a vehicle in motion which stops at a particular roadside location to pick up an individual at the roadside and then navigate the vehicle to a destination location via remote driving control, according to some embodiments. The vehicle illustrated inFIG.5includes a VNS included in any of the embodiments herein. In some embodiments, a vehicle can be navigated according to remote driving commands so that the vehicle is navigated to a stop proximate to a particular individual in the environment, whereupon the individual can enter the vehicle interior and the vehicle can be further navigated, via remote driving control, to a particular driving destination. The individual can include an individual for whom a health emergency is determined by one or more vehicles, remote control systems, etc. In some embodiments, the individual interacts with a user device to generate a remote control request signal which is communicated593to remote control system590. In response, the system590can communicate591a remote control authorization request to vehicle501. The system590can selectively communicate with the particular vehicle501based on information included in the request signal communicated593from individual505which identifies the vehicle501, a determination that vehicle501is within a certain proximity distance to individual505, some combination thereof, etc. The request signal communicated593from individual505to system590can include information indicating a roadside position504which is proximate to the individual505. System590can utilize the position information to command vehicle501to be navigated502A to a stop at position504as vehicle503A. System590can control one o more portions of the vehicle501, including door actuators, door locks, etc. Based on determining, based on one or more internal sensors, external sensors, etc. that the individual505enters the vehicle501, system590can generate remote driving commands which are communicated to vehicle501via link591can cause the vehicle501to be navigated502B from position504, along roadways510,540, to a destination550selected at system590. In some embodiments, a VNS included in vehicle501can respond to a remote driving command from system590to navigate the vehicle501designation550by selecting a particular location552associated with the destination550and navigating the vehicle501to a stop at the location552as vehicle503B. In some embodiments, vehicle501can utilize one or more remote control devices to communicate information to individual505when vehicle501is stopped at position504as vehicle503A. Such communication can include generating a predetermined audio message to the individual, including a command to the individual505to enter the vehicle interior, communicating an audio message generated at system590based on operator interaction with an audio interface, etc. In some embodiments, the vehicle501includes a remote control device which enables two-way audio communication between an operator at remote control system590and individual505. FIG.6illustrates a control interface of a remote control system, according to some embodiments. The control interface illustrated inFIG.6can be included in any of the embodiments of remote control systems included herein. In some embodiments, a control interface included in a remote control system includes a graphical display via which an operator interacting with the interface to remotely control navigation of a vehicle through an environment can view a graphical representation of the vehicle in the environment. The control interface can include one or more sets of driving control interfaces via which the operator can interact to control navigation of the vehicle through the environment. The graphical representation can be generated based on sensor data generated at one or more sensor devices included in the vehicle and communicated to the remote control system. FIG.6illustrates a control interface600which includes a graphical display610and a set of driving control interfaces620. As shown, the graphical display610includes a graphical representation of a vehicle612in an external environment, where the environment includes a roadway network614on which the vehicle is located, one or more static elements618located in the environment, etc. The graphical representation illustrates a third-person view, also referred to as overhead view, bird-eye view, etc. of the vehicle612and can be generated based on sensor data generated by one or more sensor devices included in the vehicle612and communicated to a remote control system in which the interface600is located. An operator can interact with interface620to cause vehicle612to be navigated through the environment. The graphical representation includes a representation616of the present navigation of the vehicle612through the external environment. The representation616provides an indication of the present direction and velocity of the vehicle612along roadway614and can be generated based at least in part upon one or more of operator interactions with interface620, sensor data received at a remote control system from vehicle612, etc. The graphical representation includes a representation of navigation cues620along which vehicle612can be navigated, based on operator interaction with interface620, to navigate vehicle612to a particular selected driving destination. The driving destination can be selected based on operator interaction with interface620to select a particular driving destination from a selection of driving destinations, and interface600can generate a set of navigation cues which indicate a driving route along which the vehicle612can be navigated through the environment to be navigated to the particular driving destination. FIG.7illustrates executing remote driving control at a vehicle navigation system (VNS) included in a vehicle, according to some embodiments. The vehicle navigation system can include any of the embodiments of a vehicle navigation system included herein and can be implemented by one or more computer systems. At701, one or more instances of sensor data, generated by one or more sensor devices included in a vehicle, are received and processed at the VNS. Sensor data can be received from multiple different sensor devices. Sensor data can include images captured by one or more camera devices, chemical substance data indicating a presence and concentration of chemical substances in the vehicle interior, some combination thereof, etc. Sensor data processing can include determining a value for one or more health state parameters associated with an occupant of one more particular positions of the vehicle interior, an individual located external to the vehicle within a certain threshold proximity, some combination thereof, etc. At702, a remote control condition is determined at the VNS. A remote control condition can include a determination that remote driving control of the vehicle is to be established and executed, and the determination can be made based on a determination of a health emergency with regard to one or more vehicle occupants, external individuals, etc. for which health state parameters of the occupant, individual, etc. are determined at702. In some embodiments, processing sensor data can include comparing a determined value for one or more health state parameters associated with an occupant of the vehicle interior with one or more emergency health state threshold values for the one more health state parameters. Health state parameters can include one or more of occupant eye pupil dilation, occupant blinking rate, occupant heart rate, occupant head motion frequency, atmospheric concentration of one or more chemical substances in the vehicle interior, quantity and magnitude of manually-induced navigation errors, some combination thereof, etc. A determination that an occupant, individual, etc. is associated with an emergency health state can include a determination that whether one or more determined parameter values associated with one or more occupants, individuals, etc. exceeds an emergency heath state threshold associated with the parameter values. For example, where a parameter value for an occupant in the driver position is determined, via processing of sensor data at701, to be a heart rate (also referred to as “heartbeat rate”, etc.), a determination of whether the health state parameter value exceeds an emergency health state threshold can include determining whether the determined occupant heart rate exceeds a threshold level of heart rate. In some embodiments, an emergency health state threshold is associated with a health state at which an occupant having such a health state is impaired from being able to manually navigate the vehicle to at least a particular predetermined level of precision. The threshold level can be specific to the particular identified occupant for which the health state parameter values are determined. Determining whether an emergency health state threshold value is exceeded can include tracking one or more health state parameter values of an occupant over time and determining if the one or more health state parameter values exceed the emergency health state threshold value associated with the one or more health state parameter values for at least a threshold amount of elapsed time. If one or more parameter values associated with an occupant located in one or more particular positions in the vehicle interior are determined to exceed a health emergency threshold value, a determination can be made that the occupant is associated with a health emergency. A determination of a remote control condition at702can be based on the determination that the occupant is associated with the health emergency. In some embodiments, a remote control condition is determined based at least in part upon manual interaction with one or more user interfaces included in the vehicle. For example, where a user interface included in the vehicle includes an interactive element associated with engaging remote control of the vehicle, the VNS can determine a remote control condition based upon interaction, by one or more occupants of the vehicle, with the interactive element included in the user interface. At704, a remote control request is generated at the VNS and communicated to a remote control system which is external to the vehicle in which the VNS is located. The request can include a request for the remote control system to engage remote driving control of the vehicle, a request to navigate the vehicle to one or more particular locations, sensor data generated by one or more sensor devices of the vehicle, health state parameter data determined based on the processing at701, vehicle identity data identifying the vehicle for which remote driving control is requested, some combination thereof, etc. At706, remote driving control of the vehicle is authorized at the VNS. Such authorization can include generating an authorization signal which can include a message which indicates authorization of the remote control system to engage remote driving control of the vehicle, a password which can be used by the remote control system to communicate authorized remote driving commands which will be accepted and executed by the VNS included in the vehicle, some combination thereof, etc. The authorization signal can be generated based on receipt of an authorization request signal from the remote control system. The authorization request signal can include one or more instances of identity data, including vehicle identity data, user identity data, etc., and the authorization signal can be generated based on one or more of a determination that the vehicle identity data included in the authorization request signal matches vehicle identity data associated with the vehicle in which the VNS is located, a determination that the user identity data included in the authorization request signal matches at least one user profile associated with an authorized user, some combination thereof, etc. In some embodiments, the authorization signal is generated based on the remote control request being generated at704and independently of any authorization request signal from the remote control system. At708, remote driving commands received at the VNS from the remote control system are executed at the VNS, which results in the vehicle in which the VNS is included being navigated through an environment based on remote driving control of the vehicle at the remote control system. Received remote driving commands can be executed based on a determination, at the VNS, that the received remote driving commands are authorized commands. A determination that a received remote driving command is an authorized command can include a determination that the received remote driving command includes a password which matches a locally-stored password associated with authorized remote driving commands. The VNS can selectively execute a received remote driving command based on whether the received remote driving command includes the matching password. Executing a received remote driving command can include processing the remote driving command, determine a driving action commanded by the remote driving command, generating a set of control element commands based on the commanded driving action, and transmitting the set of control element commands to a set of control elements included in the vehicle. The control elements, upon executing the set of control element commands, cause the vehicle to be navigated according to the commanded driving action. Executing a remote driving command at708can include switching the driving control mode of the VNS to a remote driving control mode, which results in the VNS selectively executing remote driving commands and inhibiting manual driving control of the vehicle via one or more interfaces included in the vehicle. In some embodiments, the VNS is configured to switch from remote driving control to local autonomous driving control, local manual driving control, etc., based on interaction by an occupant of the vehicle with one or more user interfaces included in the vehicle. For example, the VNS can execute the reset command710based on receiving an occupant-initiated command to disable remote driving control. In some embodiments, in response to receipt of a re-set command, the VNS can autonomously navigate the vehicle to a stopped position in a particular selected proximate location, including a roadway shoulder region, a proximate parking space, etc., whereupon manual driving control of the vehicle can be activated. In some embodiments, the VNS communicates one or more instances of sensor data, generated by one or more sensor devices in the vehicle, to the remote control system based on authorizing remote driving control. As a result, the remote control system can use the sensor data to provide an operator which a representation of the vehicle in which the VNS is located in the environment, and the operator can utilize the representation to initiate commands upon which remote control system-generated remote driving commands are based. In some embodiments, the VNS generates one or more control commands to cause the vehicle to be navigated along a driving route which differs from the driving route along which the vehicle is being remotely navigated. For example, where the vehicle is being remotely navigated along a roadway, and the VNS determines that the present driving route of the vehicle is approaching within a threshold proximity to a static object in the roadway, the VNS can cause the vehicle to be navigated along a driving route which avoids intersection with the static element, thereby temporarily overriding remote driving control of the vehicle, and resuming remote driving control upon completion of the avoidance navigation. The VNS can estimate a driving route along which the vehicle is being remotely navigated, determine an avoidance driving route which departs from the estimated riving route and returns to the estimated driving route upon avoiding intersection with an element in the environment, execute the avoidance driving route, and resuming remote driving control of the vehicle upon returning the vehicle to the estimated driving route. The VNS can transmit a signal to the remote control system which provides indication that the VNS is navigating the vehicle along an avoidance driving route upon determining and executing the avoidance driving route. At710, the VNS executes a reset control command to terminate remote driving control mode of the VNS, based on receipt of a reset control command from the remote control system. The VNS, in executing the reset control command, can switch from remote driving control mode to autonomous driving control mode and can autonomously navigate the vehicle to a standby location, including a determined proximate available parking space. Executing the reset control command can include terminating sensor data communication to the remote control system, terminating one or more communication links with the remote control system, etc. In some embodiments, the VNS communicates with a user device supporting a particular user based on executing remote driving control. For example, in some embodiments, the VNS can, based on executing any one or more of701-710, generate a message which is communicated to the user device and indicates that the any one or more of701-710is being executed at the VNS, has been executed at the VNS, some combination thereof, etc. FIG.8illustrates executing remote driving control of a VNS included in a vehicle at a remote control system which is external to the vehicle, according to some embodiments. The vehicle navigation system can include any of the embodiments of a vehicle navigation system included herein and can be implemented by one or more computer systems. At802, a remote control request is received at the remote control system. The remote control request includes a request to engage remote driving control of a vehicle, via remote driving control of the VNS included in the vehicle. The request can include vehicle identity data which identifies the vehicle for which remote driving control is requested. In some embodiments, the remote control request is received from the vehicle for which remote driving control is requested. In some embodiments, the remote control request is received from a user device which is separate from the vehicle for which remote driving control is requested. In some embodiments, the remote control request includes one or more instances of user identity data which identify a particular user profile associated with the remote control request. For example, where the remote control request is received from a user device, the request can include, in addition to vehicle identity data indicating the vehicle for which remote driving control is requested, an instance of user identity data identifying the user who commanded the request. At804, an authorizer of remote driving control of the vehicle for which remote control is requested, referred to herein interchangeably as the remote control vehicle, is identified based on the remote control request. In some embodiments, the authorizer is the remote driving control vehicle itself. For example, where the remote control request is received from a separate user device, the remote control request can include vehicle identity data which identifies the vehicle, the VNS included in the vehicle, some combination thereof, etc. The identity data can include contact address data via which a communication link can be established between the remote control system and the vehicle, a password which can be utilized at the remote control system to establish the communication link, etc. The remote control system can determine, based on a determination that the remote control request is received from a user device which is separate from the remote control vehicle, that the remote control vehicle itself is the authorizer. In some embodiments, the remote control system can access a database of authorizers associated with particular vehicles and can determine that one or more of the remote control vehicle, one or more user profiles associated with the remote control vehicle in the database, one or more user devices associated with the remote control vehicle in the database, some combination thereof, etc. are authorizers. In some embodiments, the remote control system can identify multiple authorizers of remote driving control of the vehicle, where a limited selection of the authorizers are required to authorize remote driving control of the remote control vehicle. At806, an authorization request to the authorizer is generated. In some embodiments, the authorization request includes a request for the authorizer to authorize remote driving control of the remote control vehicle. Where the authorizer is a user supported by a particular user device, a user associated with a particular user profile, user account, etc., the authorization request can include information identifying the remote control vehicle. Where the authorizer is the remote control vehicle itself, the authorization request can include information identifying a user profile, user device, etc. associated with the remote control request. At808and810, if remote driving control of the vehicle is authorized, remote driving control of the vehicle is engaged at the remote control system. A determination that remote driving control is authorized can include a determination that an authorization signal is received from at least one authorizer of remote driving control of the vehicle. The authorization signal can include password information associated with communicated authorized remote driving commands which will be selectively executed by the VNS included in the vehicle, and the remote control system can respond to identification of the password information included in the authorization signal by at least partially incorporating the password information into generated remote driving commands. Engaging remote driving control of the vehicle at810includes providing an operator of the remote control system, via a control interface, with a graphical representation of the remote control vehicle in the environment in which it is located. The providing is based on sensor data received from the remote control vehicle. The sensor data can be generated at the remote control vehicle, and the sensor data can be processed at the remote control system to generate the graphical representation. Engaging remote driving control of the vehicle at810includes generating remote driving commands which, when executed at the VNS included in the vehicle, cause the vehicle to be navigated according to the remote driving commands. Remote driving commands can be generated based on operator interaction with one or more control interfaces included in the remote control system. The operator can interact with the control interface based on the graphical representation of the vehicle in the environment provided to the operator. At812, one or more sets of remote control devices included in the remote control vehicle are engaged via device commands generated at the remote control system. The remote control devices can include one or more devices which are configured to provide externally-observable indications that the vehicle is being navigated via remote driving control, that the vehicle is being navigated based on a health emergency, etc. The remote control devices can include on or more devices which are configured to interact with one or more portions of the external environment, including one or more traffic control signals, to cause the one or more portions of the external environment to execute an operation which results in expediting navigation along a portion of the route along which the vehicle is being navigated via remote driving control. For example, a remote control device can include an infrared indicator which is configured to interact with an infrared sensor installed in a traffic control signal, so that the infrared indicator commands the traffic control signal to indicate that traffic navigating along the same roadway lane as the remote control vehicle is authorized to move along the lane, through an intersection, etc. In some embodiments, one or more device commands comprises a command, to one or more portions of the remote control vehicle, to activate the remote control device. The command can include an authorization passcode which, when processed by the remote control device, causes the remote control device to selectively respond to the command. The remote control device can be configured to deactivate in the absence of receiving a command which includes the authorization passcode within a certain period of elapsed time. In some embodiments, the device commands are communicated concurrently with the remote driving commands generated at the remote control system. At813and814, a reset control command is generated, which, when executed by the VNS in the remote control vehicle, causes remote driving control of the vehicle to be disabled, based on a determination that remote control is to be terminated. The determination can be based on a particular interaction of an operator which a control interface of the remote control system, including an operator-initiated command to terminate remote driving control of the vehicle. The determination can be based on a determination that the vehicle is in a particular location in the environment and is at a complete stop in the environment, based on processing one or more instances of sensor data received from the vehicle. FIG.9illustrates an example computer system900that may be configured to include or execute any or all of the embodiments described above. In different embodiments, computer system900may be any of various types of devices, including, but not limited to, a personal computer system, desktop computer, laptop, notebook, tablet, slate, pad, or netbook computer, cell phone, smartphone, PDA, portable media device, mainframe computer system, handheld computer, workstation, network computer, a camera or video camera, a set top box, a mobile device, a consumer device, video game console, handheld video game device, application server, storage device, a television, a video recording device, a peripheral device such as a switch, modem, router, or in general any type of computing or electronic device. Various embodiments of a vehicle navigation system (VNS), a remotely-controlled vehicle navigation system, a remote navigation control system, etc. as described herein, may be executed in one or more computer systems900, which may interact with various other devices. Note that any component, action, or functionality described above with respect toFIG.1through8may be implemented on one or more computers configured as computer system900ofFIG.9, according to various embodiments. In the illustrated embodiment, computer system900includes one or more processors910coupled to a system memory920via an input/output (I/O) interface930. Computer system900further includes a network interface940coupled to I/O interface930, and one or more input/output devices, which can include one or more user interface devices. In some cases, it is contemplated that embodiments may be implemented using a single instance of computer system900, while in other embodiments multiple such systems, or multiple nodes making up computer system900, may be configured to host different portions or instances of embodiments. For example, in one embodiment some elements may be implemented via one or more nodes of computer system900that are distinct from those nodes implementing other elements. In various embodiments, computer system900may be a uniprocessor system including one processor910, or a multiprocessor system including several processors910(e.g., two, four, eight, or another suitable number). Processors910may be any suitable processor capable of executing instructions. For example, in various embodiments processors910may be general-purpose or embedded processors implementing any of a variety of instruction set architectures (ISAs), such as the x86, PowerPC, SPARC, or MIPS ISAs, or any other suitable ISA. In multiprocessor systems, each of processors910may commonly, but not necessarily, implement the same ISA. System memory920may be configured to store program instructions, data, etc. accessible by processor910. In various embodiments, system memory920may be implemented using any suitable memory technology, such as static random access memory (SRAM), synchronous dynamic RAM (SDRAM), nonvolatile/Flash-type memory, or any other type of memory. In the illustrated embodiment, program instructions included in memory920may be configured to implement some or all of an automotive climate control system incorporating any of the functionality described above. Additionally, existing automotive component control data of memory920may include any of the information or data structures described above. In some embodiments, program instructions and/or data may be received, sent or stored upon different types of computer-accessible media or on similar media separate from system memory920or computer system900. While computer system900is described as implementing the functionality of functional blocks of previous Figures, any of the functionality described herein may be implemented via such a computer system. In one embodiment, I/O interface930may be configured to coordinate I/O traffic between processor910, system memory920, and any peripheral devices in the device, including network interface940or other peripheral interfaces, such as input/output devices950. In some embodiments, I/O interface930may perform any necessary protocol, timing or other data transformations to convert data signals from one component (e.g., system memory920) into a format suitable for use by another component (e.g., processor910). In some embodiments, I/O interface930may include support for devices attached through various types of peripheral buses, such as a variant of the Peripheral Component Interconnect (PCI) bus standard or the Universal Serial Bus (USB) standard, for example. In some embodiments, the function of I/O interface930may be split into two or more separate components, such as a north bridge and a south bridge, for example. Also, in some embodiments some or all of the functionality of I/O interface930, such as an interface to system memory920, may be incorporated directly into processor910. Network interface940may be configured to allow data to be exchanged between computer system900and other devices attached to a network985(e.g., carrier or agent devices) or between nodes of computer system900. Network985may in various embodiments include one or more networks including but not limited to Local Area Networks (LANs) (e.g., an Ethernet or corporate network), Wide Area Networks (WANs) (e.g., the Internet), wireless data networks, some other electronic data network, or some combination thereof. In various embodiments, network interface940may support communication via wired or wireless general data networks, such as any suitable type of Ethernet network, for example; via telecommunications/telephony networks such as analog voice networks or digital fiber communications networks; via storage area networks such as Fibre Channel SANs, or via any other suitable type of network and/or protocol. Input/output devices may, in some embodiments, include one or more display terminals, keyboards, keypads, touchpads, scanning devices, voice or optical recognition devices, or any other devices suitable for entering or accessing data by one or more computer systems900. Multiple input/output devices may be present in computer system900or may be distributed on various nodes of computer system900. In some embodiments, similar input/output devices may be separate from computer system900and may interact with one or more nodes of computer system900through a wired or wireless connection, such as over network interface940. Memory920may include program instructions, which may be processor-executable to implement any element or action described above. In one embodiment, the program instructions may implement the methods described above. In other embodiments, different elements and data may be included. Note that data may include any data or information described above. Those skilled in the art will appreciate that computer system900is merely illustrative and is not intended to limit the scope of embodiments. In particular, the computer system and devices may include any combination of hardware or software that can perform the indicated functions, including computers, network devices, Internet appliances, PDAs, wireless phones, pagers, etc. Computer system900may also be connected to other devices that are not illustrated, or instead may operate as a stand-alone system. In addition, the functionality provided by the illustrated components may in some embodiments be combined in fewer components or distributed in additional components. Similarly, in some embodiments, the functionality of some of the illustrated components may not be provided and/or other additional functionality may be available. Those skilled in the art will also appreciate that, while various items are illustrated as being stored in memory or on storage while being used, these items or portions of them may be transferred between memory and other storage devices for purposes of memory management and data integrity. Alternatively, in other embodiments some or all of the software components may execute in memory on another device and communicate with the illustrated computer system via inter-computer communication. Some or all of the system components or data structures may also be stored (e.g., as instructions or structured data) on a computer-accessible medium or a portable article to be read by an appropriate drive, various examples of which are described above. In some embodiments, instructions stored on a computer-accessible medium separate from computer system900may be transmitted to computer system900via transmission media or signals such as electrical, electromagnetic, or digital signals, conveyed via a communication medium such as a network and/or a wireless link. Various embodiments may further include receiving, sending or storing instructions and/or data implemented in accordance with the foregoing description upon a computer-accessible medium. Generally speaking, a computer-accessible medium may include a non-transitory, computer-readable storage medium or memory medium such as magnetic or optical media, e.g., disk or DVD/CD-ROM, volatile or non-volatile media such as RAM (e.g. SDRAM, DDR, RDRAM, SRAM, etc.), ROM, etc. In some embodiments, a computer-accessible medium may include transmission media or signals such as electrical, electromagnetic, or digital signals, conveyed via a communication medium such as network and/or a wireless link. The methods described herein may be implemented in software, hardware, or a combination thereof, in different embodiments. In addition, the order of the blocks of the methods may be changed, and various elements may be added, reordered, combined, omitted, modified, etc. Various modifications and changes may be made as would be obvious to a person skilled in the art having the benefit of this disclosure. The various embodiments described herein are meant to be illustrative and not limiting. Many variations, modifications, additions, and improvements are possible. Accordingly, plural instances may be provided for components described herein as a single instance. Boundaries between various components, operations and data stores are somewhat arbitrary, and particular operations are illustrated in the context of specific illustrative configurations. Other allocations of functionality are envisioned and may fall within the scope of claims that follow. Finally, structures and functionality presented as discrete components in the example configurations may be implemented as a combined structure or component. These and other variations, modifications, additions, and improvements may fall within the scope of embodiments as defined in the claims that follow. | 102,701 |
11858460 | DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In adding the reference numerals to the components of each drawing, it should be noted that the identical or equivalent component is designated by the identical numeral even when they are displayed on other drawings. Further, in describing the embodiments of the present disclosure, a detailed description of the related known configuration or function will be omitted when it is determined that it interferes with the understanding of the embodiments of the present disclosure. In describing the components of the embodiments according to the present disclosure, terms such as first, second, A, B, (a), (b), and the like may be used. These terms are merely intended to distinguish the components from other components, and the terms do not limit the nature, order or sequence of the components. Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. Hereinafter, embodiments of the present disclosure will be described in detail with reference toFIGS.1to7. FIG.1is a block diagram of a user authentication transmission control device according to an embodiment of the present disclosure. Referring toFIG.1, a user authentication transmission control device100may include a user authentication device110, a key detection device120, and a controller130. As an example, the user authentication transmission control device100may be formed integrally with a vehicle or may be implemented in a form installed in/attached to the vehicle as a separate component from the vehicle. A portion of the device100may be implemented integrally with the vehicle, and the remaining portion thereof may be implemented in a form installed in/attached to the vehicle as a separate component from the vehicle. The user authentication device110may perform user authentication. As an example, the user authentication device110may be disposed in the vehicle to perform the user authentication, or may perform the user authentication in a manner of receiving information on the user authentication through a smartphone or the like of a user. As an example, the user authentication device110may perform the user authentication through a face, an iris, and/or a fingerprint of the user. As an example, the user authentication device no may include at least one of a face recognition module capable of recognizing the face, an iris recognition module capable of recognizing the iris, and/or a fingerprint recognition module capable of recognizing the fingerprint. As an example, the user authentication device110may be implemented by being directly or indirectly connected to the controller130through wireless or wired communication. As an example, the user authentication device110may transmit the result of the performed user authentication to the controller130. The key detection device120may be disposed in the vehicle to detect a key of the vehicle. As an example, the vehicle key may include a smart key. As an example, the key detection device120may include a smart key system, and may detect the smart key through communication with the smart key. As an example, the key detection device120may include a communication module using a scheme such as a Wi-Fi, a Bluetooth, a Zigbee, an ultra-wide band (UWB) communication, a near field communication (NFC), and the like, and may communicate with the smart key through the communication module to detect the smart key. As an example, the key detection device120may be implemented by being directly or indirectly connected to the controller130through wireless or wired communication. As an example, the key detection device120may transmit the result of detecting the key to the controller130. The controller130may be disposed in the vehicle and unlock a transmission of the vehicle based on the result of the user authentication. As an example, the controller130may be implemented in connection with the user authentication device110, the key detection device120, and a transmission140of the vehicle. As an example, the controller130may determine whether the user has departed from the vehicle, and control the transmission to be in a locked state when it is determined that the user has departed from the vehicle. Specifically, the controller130may determine whether the user has departed from the vehicle based on at least one of a gear stage of the transmission, whether the vehicle is determined to be in a stopped state, whether a door of a driver's seat of the vehicle is opened or closed, and/or the result of detecting the key. As an example, the controller130may receive a speed of the vehicle from a vehicle speed sensor to determine whether the vehicle is determined to be in the stopped state. In addition, when the speed of the vehicle does not exceed a reference speed, the controller130may determine that the vehicle is in the stopped state. As an example, the controller130may receive information on whether the door is opened or closed from a door sensor to determine whether the door of the driver's seat of the vehicle is opened or closed. As an example, the controller130may determine one of an anti-theft situation, a valet parking situation, and a chauffeur service situation based on the gear stage of the transmission, whether the vehicle is determined to be in the stopped state, whether the door of the driver's seat of the vehicle is opened or closed, the result of detecting the key, whether the user has called the chauffeur service with the smartphone, and the like to control the vehicle to be locked or unlocked to be suitable for each situation. This will be described in detail inFIGS.4to7. The transmission140is a device that is located between an engine and a wheel of the vehicle and controls the speed and a driving force, which may be implemented by being connected to the controller130. As an example, the transmission140may be controlled to be locked or unlocked by the controller130. FIG.2is a diagram illustrating an existing transmission control device. Referring toFIG.2, an existing transmission control device210may be directly or indirectly connected to an integrated body unit (IBU)220of the vehicle through wireless or wired communication. The IBU220may be directly or indirectly connected to a brake230of the vehicle and a shift lever of the vehicle through wireless or wired communication. The IBU220may identify information on whether the brake230of the vehicle is in a state of being pressed and on whether the gear stage of the vehicle corresponds to a P-stage240. The existing transmission control device210may receive the information on whether the brake230of the vehicle is in the state of being pressed and on whether the gear stage of the vehicle corresponds to the P-stage240from the IBU220of the vehicle. The existing transmission control device210may control the transmission based on whether the brake230of the vehicle is in the state of being pressed and whether the gear stage of the vehicle is the P-stage240. In this case, the user authentication is not considered. When using the existing transmission control device210, there is a possibility that the vehicle is driven or stolen by someone other than the driver because there is no user authentication process in the process of unlocking the transmission when the driver has departed from the vehicle. Therefore, when a user authentication function is added to the transmission control device, security for the travel of the vehicle may be strengthened. FIG.3is a diagram illustrating a user authentication transmission control device that performs key authentication and user authentication according to an embodiment of the present disclosure. A user authentication transmission control device310may be directly or indirectly connected to an IBU320of the vehicle through wireless or wired communication. The IBU320may include an integrated body controller of the vehicle in which electronic control units (ECUs) of the vehicle such as a body control module (BCM), a smart key system, a tire pressure monitoring system (TPMS), a parking assist system (PAS), and the like are integrated. The IBU320may be directly or indirectly connected to a brake340of the vehicle and the shift lever of the vehicle through wireless or wired communication. The IBU320may identify information on whether the brake340of the vehicle is in a state of being pressed and on whether the gear stage of the vehicle corresponds to a P-stage350. The IBU320may communicate with a smart key330of the vehicle to obtain information obtained by detecting the smart key330. The IBU320may obtain information obtained by performing the user authentication including at least one of face authentication, iris authentication, and/or fingerprint authentication. The user authentication transmission control device310may receive the information on whether the brake340of the vehicle is in the state of being pressed and on whether the gear stage of the vehicle corresponds to the P-stage350from the IBU320of the vehicle. The user authentication transmission control device310may receive the information on the result of detecting the smart key330from the IBU320. The user authentication transmission control device310may receive the information obtained by performing the user authentication including at least one of the face authentication, the iris authentication, and/or the fingerprint authentication from the IBU320. The user authentication transmission control device310may control the transmission to be locked or unlocked based on the information received from the IBU320. Thus, theft of the vehicle may be prevented. FIG.4is a flowchart illustrating a user authentication transmission control method in an anti-theft situation according to an embodiment of the present disclosure. The user authentication transmission control device100may determine whether the vehicle is stopped, whether the gear stage is the P-stage, and whether the door of the driver's seat is opened and then closed (S401). As an example, when the speed of the vehicle does not exceed 3 km/h, the user authentication transmission control device100may determine that the vehicle has stopped. In this connection, the numerical value of 3 km/h is a value arbitrarily determined to give an example. In reality, a different numerical value may be used. This numerical value may be set as a speed low enough to determine that the vehicle has stopped. As an example, the user authentication transmission control device100may communicate with the shift lever of the vehicle to receive information on a state of the gear stage of the vehicle. In addition, the user authentication transmission control device100may determine whether the received state of the gear stage of the vehicle corresponds to the P-stage. As an example, the user authentication transmission control device100may receive the information on whether the door of the driver's seat is opened or closed from the door sensor that senses whether the door of the driver's seat is opened or closed. In addition, the user authentication transmission control device100may determine whether the door of the driver's seat is opened and then closed based on whether the door of the driver's seat is opened or closed, which is received. When the door of the driver's seat is opened and then closed, the user authentication transmission control device100may determine that the driver has departed from the vehicle. When it is determined that the vehicle is not stopped, the gear stage is not the P-stage, or the door of the driver's seat is not opened and then closed, the user authentication transmission control device100may repeat the process of determining whether the vehicle is stopped, whether the gear stage is the P-stage, and whether the door of the driver's seat is opened and then closed of S401again. As an example, when it is determined that the vehicle is not stopped, the gear stage is not the P-stage, or the door of the driver's seat is not opened and then closed, because the vehicle is in a state in which the driver is present inside the vehicle, the user authentication transmission control device100may determine that the lock of the transmission is not required, and repeat the process of S401without performing a next process. When it is determined that the vehicle is stopped, the gear stage is the P-stage, and the door of the driver's seat is opened and then closed, the user authentication transmission control device100may determine whether the key is detected at an interior of the vehicle (S402). As an example, the user authentication transmission control device100may determine a location of the smart key through wireless communication with the smart key to determine whether the smart key is detected at a location determined to be the interior of the vehicle. When the key is detected at the interior of the vehicle, the user authentication transmission control device100may repeat the process of determining whether the vehicle is stopped, whether the gear stage is the P-stage, and whether the door of the driver's seat is opened and then closed of S401again. When the key is detected at the interior of the vehicle, the driver holding the smart key may not have departed from the vehicle. In this case, the user authentication transmission control device100may repeat the process of S401without controlling the transmission to be locked, because the driver may attempt to control the transmission again. The user authentication transmission control device100may control the transmission to be locked when the key is not detected at the interior of the vehicle (S403). When the smart key is not detected inside the vehicle, the user authentication transmission control device100may determine that the driver holding the smart key has departed from the vehicle. In this case, when the user authentication is not performed, the user authentication transmission control device100may lock the transmission to block a situation in which a third party controls the transmission, and activate an anti-theft mode for preventing theft of the vehicle. As an example, the user authentication transmission control device100may deactivate the anti-theft mode when the key is detected at the interior of the vehicle or when the user authentication is completed. As an example, the user authentication transmission control device100may control the transmission to be locked through the IBU capable of controlling the transmission of the vehicle to be locked or unlocked. The user authentication transmission control device100may determine whether the door of the driver's seat of the vehicle is opened after controlling the transmission to be locked (S404). As an example, the user authentication transmission control device100may determine whether the door of the driver's seat is opened through the door sensor of the vehicle. When it is identified that the door of the driver's seat of the vehicle is not opened, the user authentication transmission control device100may repeat the process of detecting the key at the interior of the vehicle of S402again. As an example, when it is identified that the door of the driver's seat is not opened, the user authentication transmission control device100may identify that a current situation is a situation in which the driver or the third party does not exist in the vehicle. In this case, the user authentication transmission control device100may maintain the locked state of the transmission without attempting the user authentication. When it is identified that the door of the driver's seat of the vehicle is opened, the user authentication transmission control device100may determine whether the user authentication is completed (S405). As an example, the user authentication transmission control device100may receive the result of the user authentication including at least one of the face authentication, the iris authentication, and/or the fingerprint authentication through the user authentication device110to determine whether the user authentication is completed. As an example, when it is identified that the door of the driver's seat is open, the user authentication transmission control device100may identify that the driver or the third party is in the vehicle. In this case, the user authentication transmission control device100may attempt the user authentication, and unlock the transmission or output an alarm when a shift is attempted in the locked state of the transmission based on the result of the user authentication. When it is determined that the user authentication is not completed, the user authentication transmission control device100may determine whether the shift of the transmission is attempted (S406). As an example, the user authentication transmission control device100may be connected to the shift lever, and determine whether the shift is attempted through the shift lever. The user authentication transmission control device100may output the alarm through a horn or a hazard when it is identified that the shift of the transmission is attempted (S407). As an example, when the shift of the transmission is attempted, the user authentication transmission control device100may determine that the intruder of the vehicle has attempted the shift of the transmission, and output the alarm through the horn or the hazard to notify surroundings of theft situation or to rattle the intruder, thereby preventing theft of the vehicle. As an example, when the brake is input and a release button is pressed, the user authentication transmission control device100may determine that the shift of the transmission has been attempted, and may output the alarm through the horn or the hazard. When it is determined that the shift of the transmission has not been attempted, the user authentication transmission control device100may repeat the process of attempting the user authentication of S405again. As an example, when the shift of the transmission has not been attempted, there is a possibility that an occupant may additionally complete the user authentication, so that the user authentication transmission control device100may repeat the process of determining whether the user authentication is completed to determine whether the occupant of the vehicle is the driver or the intruder. When it is identified that the user authentication is completed, the user authentication transmission control device100may determine whether the gear stage of the vehicle is the P-stage and the brake of the vehicle is input (S408). As an example, the user authentication transmission control device100may determine whether the gear stage is the P-stage and the brake is input by being directly connected to the shift lever and the brake of the vehicle or through the IBU. As an example, when the user authentication is completed, the user authentication transmission control device100may determine that the driver has returned to the vehicle or the driver has agreed to the transmission control of the third party, and may determine whether the gear stage is the P-stage and the brake is input to unlock the transmission. When it is identified that the gear stage of the vehicle is not the P-stage, or the brake of the vehicle is not input, the user authentication transmission control device100may repeat the process of attempting the user authentication of S405again. When it is identified that the gear stage of the vehicle is the P-stage and the brake of the vehicle is input, the user authentication transmission control device100may control the transmission of the vehicle to be unlocked (S409). As an example, the user authentication transmission control device100may unlock the transmission through the IBU capable of controlling the transmission of the vehicle to be unlocked. FIG.5is a flowchart illustrating a user authentication transmission control method in a valet parking situation according to an embodiment of the present disclosure. When it is identified that the key is detected at the interior of the vehicle, the user authentication transmission control device100may repeat a process of determining whether the vehicle is stopped, whether the gear stage is the P-stage, and whether the door of the driver's seat is opened and then closed of S501again. The process in which the user authentication transmission control device100determines whether the vehicle is stopped, whether the gear stage is the P-stage, and whether the door of the driver's seat is opened and then closed of S501and a process in which the user authentication transmission control device100determines whether the key is detected at the interior of the vehicle of S502are respectively the same as S401and S402described throughFIG.4, so that descriptions of S501and S502will be replaced by the descriptions of S401and S402. When it is identified that the key is not detected at the interior of the vehicle, the user authentication transmission control device100may determine whether the user authentication is completed within a predetermined time (S503). As an example, the user authentication transmission control device100may receive the result of the user authentication including at least one of the face authentication, the iris authentication, and/or the fingerprint authentication through the user authentication device110. When it is identified that the user authentication is completed within the predetermined time, the user authentication transmission control device100may unlock the transmission such that the user is able to control the transmission even when the key is not detected at the interior of the vehicle (S504). As an example, when the user authentication is completed within the predetermined time, a situation such as the valet parking where the driver allows the third party to control the transmission may be assumed, so that the user authentication transmission control device100may not activate the anti-theft mode, but activate a valet parking mode to unlock the transmission such that the transmission control is possible. As an example, even when the key is detected outside the vehicle without being detected at the interior of the vehicle, when it is identified that the user authentication is completed within the predetermined time, the user authentication transmission control device100may unlock the transmission such that the user is able to control the transmission. As an example, when the user authentication is completed within the predetermined time, the user authentication transmission control device100may maintain the state of the transmission capable of being controlled by the user as it is when the transmission was not in the locked state, and unlock the transmission to change the state of the transmission to the state capable of being controlled by the user when the transmission was in the locked state. The user authentication transmission control device100may control the transmission to be unlocked such that the user is able to control the transmission, and then control the vehicle to maintain a travelable EV ready state (S505). According to an existing technology, a vehicle including a vehicle whose motor is driven through electricity, such as an electric vehicle or a hydrogen vehicle, may automatically change the EV ready state of the vehicle to a power ON state when it is determined that the driver has departed. Specifically, when the driver is in a non-seated state, the door of the vehicle is opened, the speed of the vehicle is low enough to determine that the vehicle has stopped, and the gear stage of the vehicle is P-stage, the vehicle according to the existing technology may determine that the driver of the vehicle has departed and automatically change the EV ready state of the vehicle to the power ON state. Alternatively, when the door of the vehicle is opened and then closed, a FOB key or smart key is not detected at the interior of the vehicle, and the gear stage of the vehicle is the P-stage, the vehicle according to the existing technology may determine that the driver of the vehicle has departed and automatically change the EV ready state of the vehicle to the power ON state. As an example, even when a condition for the vehicle according to the existing technology to determine that the driver has departed is satisfied, when the user authentication is completed within the predetermined time, the user authentication transmission control device100may control the vehicle to maintain an original state without changing the EV ready state of the vehicle to the power ON state. Although not shown, the user authentication transmission control device100may deactivate the valet parking mode when the power is changed from ON to OFF in the valet parking mode. FIG.6is a flowchart illustrating a user authentication transmission control method in a chauffeur service situation according to an embodiment of the present disclosure. The user authentication transmission control device100may determine whether the chauffeur service has been called (S601). As an example, the user authentication transmission control device100may determine whether the chauffeur service has been called through information on whether the user has called the chauffeur service through a smartphone application. When it is identified that the chauffeur service has been called, the user authentication transmission control device100may attempt to detect the key at the interior of the vehicle through a digital key or a card key (S602). As an example, the user authentication transmission control device100may attempt to detect the key at the interior of the vehicle through the NFC communication using the digital key or the card key of the user. The digital key may include a key issued from a server through the smartphone of the user and unlocking the vehicle by tagging through the NFC communication with the smartphone that received the issued key. The card key may include a key in a form of a card that unlocks the vehicle by tagging through the NFC communication, which is issued to enable the user to unlock the vehicle in a digital key system in a case in which the smartphone is lost or the like. As an example, the digital key may maintain a state capable of detecting the interior key through the NFC communication for 30 seconds after the smartphone of the user is unlocked. In this connection, the numerical value of 30 seconds is a value arbitrarily set for illustration. In reality, a different numerical value may be set. After attempting to detect the key at the interior of the vehicle through the digital key or the card key, the user authentication transmission control device100may determine whether the key is detected at the interior of the vehicle (S603). When it is identified that the key is detected at the interior of the vehicle, the user authentication transmission control device100may unlock the transmission such that the user is able to control the transmission (S604). As an example, when the detection of the digital key or the card key through the NFC communication is identified after the chauffeur service is called, the user authentication transmission control device100may not activate the anti-theft mode, but activate the chauffeur service mode, and unlock the transmission to enable the transmission control. As an example, when the user authentication is completed within the predetermined time, the user authentication transmission control device100may maintain the state of the transmission capable of being controlled by the user as it is when the transmission was not in the locked state, and unlock the transmission to change the state of the transmission to the state capable of being controlled by the user when the transmission was in the locked state. The user authentication transmission control device100may delete a condition in which the key of the vehicle is not detected at the interior of the vehicle from a specific condition of terminating the EV ready state after controlling the transmission to be unlocked such that the user is able to control the transmission (S606). When the condition in which the door of the vehicle is opened and then closed, the FOB key or the smart key is not detected at the interior of the vehicle, and the gear stage of the vehicle is the P-stage is satisfied, the vehicle according to the existing technology may determine that the driver of the vehicle has departed, terminate the EV ready state of the vehicle, and automatically change the state of the vehicle to the power ON state. As an example, when a condition in which the door of the vehicle is opened and then closed and the gear stage of the vehicle is the P-stage is satisfied as the condition in which the FOB key or the smart key is detected at the interior of the vehicle is deleted, the user authentication transmission control device100may determine that the driver of the vehicle has departed, terminate the EV ready state of the vehicle, and automatically change to the state of the vehicle to the power ON state. When it is identified that the key is not detected at the interior of the vehicle, the user authentication transmission control device100may control the transmission to be locked (S605). As an example, when the key is not detected at the interior of the vehicle, the user authentication transmission control device100may assume a situation in which the user has called the chauffeur service, but the user has not boarded the vehicle. In this case, the user authentication transmission control device100may control the transmission to be locked to prevent theft of the vehicle, and activate the anti-theft mode. The user authentication transmission control device100may delete the condition in which the key of the vehicle is not detected at the interior of the vehicle from the specific condition of terminating the EV ready state after controlling the transmission to be unlocked such that the user is able to control the transmission (S606). Although not shown, the user authentication transmission control device100may deactivate the chauffeur service mode when the power is changed from ON to OFF in the chauffeur service mode. FIG.7is a flowchart illustrating a user authentication transmission control method according to an embodiment of the present disclosure. Referring toFIG.7, a user authentication transmission control method may include performing the user authentication (S710) and unlocking the transmission of the vehicle based on the result of the user authentication. Although not shown, the user authentication transmission control method may further include detecting the key of the vehicle, determining whether the user has departed the vehicle based on at least one of the gear stage of the transmission, whether the vehicle is determined to be in the stopped state, whether the door of the driver's seat of the vehicle is opened or closed, and/or the result of detecting the key, and controlling the transmission to be in the locked state based on whether the user has departed the vehicle. As an example, the detecting of the key of the vehicle may include detecting the key of the vehicle when the door is opened and then closed in the state in which the gear stage is the P-stage and the vehicle is determined to be stopped. As an example, the controlling of the transmission to be in the locked state based on whether the user has departed may include determining that the user has departed the vehicle when the key is not detected inside the vehicle to control the transmission to be in the locked state. Although not shown, the user authentication transmission control method may further include outputting an alarm when manipulation of the transmission in the locked state is attempted in a state in which the user authentication is not completed. As an example, the unlocking of the transmission of the vehicle based on the result of the user authentication may include unlocking the transmission of the vehicle based on the result of the user authentication including at least one of the face authentication, the iris authentication, and/or the fingerprint authentication. As an example, the user authentication transmission control method may further include controlling to maintain the EV ready state in which the travel of the vehicle is possible even when the key of the vehicle is not detected inside the vehicle when it is determined that the user has departed the vehicle and the user authentication is completed within the predetermined time. As an example, the detecting of the key of the vehicle may include detecting the key including the digital key or the card key when information indicating that the user has called the chauffeur service is obtained through a communication terminal. As an example, the controlling of the transmission to be in the locked state based on whether the user has departed may include controlling the transmission to be in the locked state when the digital key or the card key is not detected inside the vehicle within the predetermined time. As an example, the user authentication transmission control method may further include deleting the condition in which the key of the vehicle is not detected inside the vehicle from the specific condition of terminating the EV ready state, the travelable state of the vehicle, in response to the call of the chauffeur service. The description above is merely illustrative of embodiments of the technical idea of the present disclosure, and various modifications and changes may be made by those skilled in the art without departing from the essential characteristics of the present disclosure. Therefore, the embodiments disclosed in the present disclosure are not intended to limit the technical idea of the present disclosure but to illustrate the present disclosure, and the scope of the technical idea of the present disclosure is not limited by the embodiments. The scope of the present disclosure should be construed as being covered by the scope of the appended claims, and all technical ideas falling within the scope of the claims should be construed as being included in the scope of the present disclosure. Effects of the device and the method for controlling the user authentication transmission according to embodiments of the present disclosure will be described as follows. According to at least one of the embodiments of the present disclosure, the device and the method for controlling the user authentication transmission that control the transmission of the vehicle to be in the locked state based on the departure of the user and unlock the transmission of the vehicle through the user authentication information determined based on at least one of the face, the iris, and/or the fingerprint of the user to enhance the security of the vehicle may be provided. Further, according to at least one of the embodiments of the present disclosure, the device and the method for controlling the user authentication transmission that enhance the security of the vehicle by controlling the transmission to be locked or unlocked to be suitable for the situation in consideration of theft occurred situation, the valet parking situation, and the chauffeur service situation may be provided. Further, according to at least one of the embodiments of the present disclosure, the device and the method for controlling the user authentication transmission that may prevent theft situation by outputting the alarm when the manipulation of the transmission in the locked state is attempted may be provided. In addition, various effects that are directly or indirectly identified through the present document may be provided. Hereinabove, although the present disclosure has been described with reference to exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but may be variously modified and altered by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure claimed in the following claims. | 36,779 |
11858461 | DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. Referring toFIGS.1-12generally, there is provided a compact power running board assembly, shown generally at100, according to the present invention, including at least one drive swing arm mechanism, shown generally at102, and at least one idler swing arm mechanism, shown generally at104. A running board106is connected to a first swing arm108(or “pivot linkage” or “drive arm”) of the drive swing arm mechanism102and to a second swing arm110of the idler swing arm mechanism104at outboard pivot sub-assemblies indicated generally at112(“pivot sub-assemblies”). The pivot sub-assemblies112,112are arranged generally vertically in the motor vehicle installed position. Alternative arrangements are contemplated depending on the application without departure from the scope of the present invention. Preferably, the bottom of the pivot sub-assemblies112are secured to a bottom surface of the running board106by at least one mounting bracket114with at least one fastener116. Preferably, the top of the pivot sub-assemblies112are secured to a channel118formed in the running board106. However, any other mounting structures suitable for securing to the running board106are contemplated depending on the application without departure from the scope of the present invention. The first and second swing arms108,110are generally parallel to one another and move the running board106from at least one stowed position to at least one deployed position. The running board106includes a step surface120, preferably, a top treaded surface, for use in the at least one deployed position. At least one compact power running board100is connected to the motor vehicle in at least one predetermined location to at least one vehicle component, e.g., connected to metal framing, connected to motor vehicle frame adjacent to a rocker panel, adjacent a bumper, adjacent a body panel, connected to any other predetermined metal or composite component(s), etc. Preferably, the running board is moved, most preferably swung, generally horizontally from the stowed position under the vehicle in a generally outward direction to at least one deployed position that provides a user step for accessing a front and/or rear driver/passenger compartment of a motor vehicle, such as a sport utility vehicle. Most preferably, the swing arms108,110form a linkage, indicated generally at111, that rotates the running board106horizontally and outward in unison to the at least one deployed position. When in the stowed position, the running board106is generally at least partially positioned under the vehicle, typically, substantially under the vehicle, preferably, with the outboard edge121of the running board106generally adjacent and below an outer vehicle component122(e.g., a rocker panel, body panel or any other predetermined panel or component of any kind of the motor vehicle).FIG.9illustrates an exemplary deployed position.FIG.10illustrates an exemplary stowed position. The drive swing arm mechanism102also includes at least one housing124and an actuator assembly shown generally at126. Preferably, the actuator assembly is a rotary assembly arrangement. Alternative actuators are contemplated depending on the application without departure from the scope of the present invention, including, but not limited to, linear actuators, pneumatic, hydraulic, ball screw/nut linear actuator, gear driven linear actuator, belt driven linear actuator, and etc. The housing124has at least one opening128that receives the first swing arm108. An inboard pivot shaft130(“pivot shaft”) is located within the housing124, and first and second bushing bearings132and134are operably coupled to the pivot shaft130and located within the housing124. The pivot shaft130and bushings132,134are completely contained within the housing124and do not extend outside of the housing124. The first swing arm108, however, extends through the housing opening128and is operably connected to the pivot shaft130within the housing124at a location along the pivot shaft130between the first and second bushings132,134. The opening128in the housing124is sized to also allow the first swing arm108to rotate between the stowed position and the at least one deployed position without interference by the housing124structure. The pivot shaft130is of a predetermined length and the first and second bushings132,134are spaced a predetermined effective distance apart on the pivot shaft130, depending on the application, for allowing a better and balanced force condition. With the bushing span distance being longer, there is a reduction in the busing and housing reaction forces. The first and second bushings'132,134reaction forces are significantly reduced, in accordance with the present invention, e.g., at least about 2 times less. By way of non-limiting example, with a 1000 N directional force applied to the pivot shaft130generally where the first swing arm108is connected (at a predetermined location between the first and second bushings132,134), about a 500 N reaction force is applied to the first bushing132and about a 500 N reaction force is applied to the second bushing134. The pivot bushing arrangement is a significant advantage over known arrangements since it provides a lighter weight, lower profile assembly with an improved balanced force condition providing a robust yet more compact design for motor vehicles such as SUVs. At least one thrust bearing136is provided on the pivot shaft130between the first bushing132and the first swing arm108. The thrust bearing136functions as a spacer. Additionally, directional force from the swing arm108is transferred to the thrust bearing136where it is then transferred on to the first bushing132. Preferably, the thrust bearing136is a bronze annulet, however, alternative suitable materials are contemplated without departure from the scope of the present invention. A gap138of predetermined width is provided between the pivot arm108and the housing124, longitudinally and/or horizontally disposed. Preferably, the gap is at least 0.2 mm wide, most preferably, about 0.5 mm. At least one first seal140and at least one second seal142are provided to protect against moisture within the housing124. Most preferably, the first and second seals140,142are oil seals. The first seal140is located below the swing arm108on the outside of the thrust bearing136to protect against water that entered from the opening128in the housing124. The second seal142is located above the swing arm108between the housing124and a hub144. Since there is a gap138to the pivot arm130but there are the first and second seals140,142provided, the moisture that entered the housing124through the opening128eventually comes back out of the opening128. The actuator assembly126is preferably a rotary actuator including a worm gear146in mesh with a worm wheel148(e.g., peripheral teeth of the worm wheel148in operably meshing engagement with spiral threads of the worm gear146), and a motor assembly, shown generally at150, operably coupled to the worm gear146. The meshing engagement can also prevent back driving of the running board when deployed. The hub144is part of the worm wheel148and encircles the pivot shaft130. At least one key member152is provided that operably keys the first swing arm108and pivot shaft130to the worm wheel148. The key member152is preferably steel. Alternatively, the key member152keys to the swing arm108and worm wheel148. The motor assembly150is controlled by an electronic control unit (ECU), shown generally at154, to effect movement of the running board106between the stowed position and the at least one deployed position. Under predetermined conditions the ECU154supplies voltage to the motor assembly150to cause rotational movement of the motor150device, preferably, to a planetary gear device indicated generally at166. Rotation of the worm gear146caused by the motor150drives rotation of the in-meshed worm wheel148which in turn, since the worm wheel148and first swing arm108are keyed in to the pivot shaft130by the key152, causes rotation of the pivot shaft130which drives pivotal movement of the first swing arm108. Thus, rotational movement is converted into the pivotal movement that causes the linkage to swing the running board106outward from the stowed position to the at least first deployed position. The arrangement of the present invention also allows the worm wheel148, in particular, the hub144, to be shorter, which further decreases material and the size of the housing124. At least one over current sensor156is operably coupled to the motor150that detects current spikes and causes the actuator assembly126to react to certain conditions (e.g., senses the running board106contacting mechanical stop(s) on the swing arm(s), contacting an obstruction, object detection, etc). By non-limiting example, if the running board106hits something while deploying or otherwise encounters resistance to the movement, the sensor156senses the current spike for override and the ECU154stops the application of voltage to the motor150and the actuator126will stop deploying or will stop retracting the running board106further while the condition exists. At least one dome spring washer158is operably coupled to the pivot shaft130adjacent a cover160of the housing124. The spring washer keeps an axial force, i.e., up and down, between the worm wheel148and the worm gear146. At least one o-ring162is provided adjacent the pivot shaft130to prevent water from the key from entering the gearing. Preferably, the o-ring is a rubber o-ring coupled to the pivot shaft130. The housing124is preferably a gear housing and provides a mount to the motor vehicle. At least one mounting bracket member, shown generally at168, is provided on the housing124, preferably, integrally formed with the housing124. The mounting bracket member168includes at least an inboard mounting bracket170and outboard mounting bracket172. The inboard mounting bracket170is operably connected to the motor vehicle174at a predetermined location further underneath the vehicle with at least one fastener. The outboard mounting bracket172is operably connected to the motor vehicle174at a predetermined location further outboard from the inboard mounting bracket170with at least one fastener, such as to an outermost channel under the motor vehicle174. The mounting brackets170,172are an operable predetermined length for attachment to an outboard channel and another motor vehicle component. A standing force applied to the step surface120is transferred to the two mounting brackets170,172and mounting brackets on the idler swing arm mechanism104. The compact power running board assembly100also includes at least one mechanical stop, shown generally at176. The mechanical stop176is operably connected on the first swing arm108or the second swing arm110, most preferably, fixedly connected on the first swing arm108, and is operable to cooperate with the over current sensor156operably coupled to the motor assembly150. The mechanical stop176includes a mounting bracket178with at least one pair of stops shown generally at180. Preferably, the mounting bracket178is substantially L-shaped and connected to the swing arm by at least one fastener182. The pair of stops180create interference with the running board106and the over current sensor156detects the interference. A first bumper184on a first half186of the mounting bracket178contacts a rear surface188of the running board106when the swing arm108is extended to the deployed position. A second bumper190on a second half192of the mounting bracket178contacts the rear surface188of the running board106when the swing arm108is retracted to the stowed position. The linkage rotates in one direction until the rear surface188of the running board106contacts the first bumper184to stop further rotation of the first swing arm108when the running board106reaches the deployed position, and the over current sensor/ECU156/154detects the current spike generated from the contact with the running board106and turns the motor assembly150off. The linkage rotates in another direction until the rear surface188of the running board106contacts the second bumper190of the mechanical stop176to stop further rotation of the first swing arm108and running board106when the running board106reaches the stowed position, and the over current sensor/ECU156/154detects the current spike generated from the contact with the running board106and turns the motor assembly150off. The first and second bumpers184,190are urethane, rubber or other suitable material to prevent scratching the running board106and for sound deafening. The idler swing arm mechanism104also includes a housing194(or “idler housing”) with at least one opening196that receives the second swing arm110. An inboard pivot shaft198(or “idler pivot shaft”) is located within the housing194, and first and second bushing bearings200and202(or “first and second idler bushings”) are operably coupled to the pivot shaft196and located within the housing194. The pivot shaft196and bushings200,202are completely contained within the housing194and do not extend outside of the housing194. The second swing arm110, however, extends through the housing opening196and is operably connected to the pivot shaft198within the housing194at a location along the pivot shaft197between the first and second bushings200,202. The pivot shaft198is of a predetermined length and the first and second bushings200,202are spaced a predetermined effective distance apart on the pivot shaft198, depending on the application, for allowing a better and balanced force condition. The opening196in the housing194is sized to also allow the second swing arm110to rotate between the stowed position and the at least one deployed position without interference by the housing194structure. At least one thrust bearing204is operably coupled to the pivot shaft194between the first bushing200and the second swing arm110. The thrust bearing204functions as a spacer. Additionally, directional force from the swing arm110is transferred to the thrust bearing204where it is then transferred on to the first bushing200. At least one second thrust bearing206is operably coupled to the pivot shaft194between the second bushing202and the second swing arm110. The second thrust bearing206functions as a spacer. Additionally, directional force from the swing arm110is also transferred to the second thrust bearing206where it is then transferred on to the second bushing202. At least one first seal208and at least one second seal210are provided to protect against moisture within the housing194. Most preferably, the first and second seals208,210are oil seals. The first seal208is located below the swing arm110on the outside of the thrust bearing204to protect against water that entered from the opening196in the housing194. The second seal210is located above the swing arm110on the outside of the second thrust bearing206to protect against water that entered from the opening196in the housing194. Any moisture that entered the housing194through the opening196can eventually come back out of the opening196. The housing194also provides a mount to the motor vehicle. At least one mounting bracket member, shown generally at212, is provided on the housing194, preferably, integrally formed with the housing194. The mounting bracket member212includes at least an inboard mounting bracket214and outboard mounting bracket216. The inboard mounting bracket212is operably connected to the motor vehicle174at a predetermined location further underneath the vehicle with at least one fastener. The outboard mounting bracket214is operably connected to the motor vehicle174at a predetermined location further outboard from the inboard mounting bracket212with at least one fastener, such as to the outermost channel under the motor vehicle174. The mounting brackets212,214are an operable predetermined length for attachment to an outboard channel and another motor vehicle component. A standing force applied to the step surface120is transferred to the two mounting brackets212,214and mounting brackets170,172on the drive swing arm mechanism102. The electronic control unit154electronically controls the motor assembly150to effect movement of the running board106between the stowed position and at least one deployed position. The electronic control unit154is mounted within the motor vehicle174at a location remote from the housing assembly124or operably coupled to the assembly. The electronic control unit154is electrically connected to the motor assembly150, to a wiring harness of the motor vehicle, and to a switch member218, e.g., incorporated into a door of the motor vehicle. The switch member218can be a door-actuated switch member that is part of the motor vehicle and is controlled in a conventional manner by the door. The wiring harness supplies the electrical power from the vehicle electrical system to the ECU154of the running board assembly100through electrical wire members220. The structure and operation of a conventional switch member which is operationally interconnected to the vehicle door is well known. It is understood by one skilled in the art that such switch members are toggled by the opening or the closing of the vehicle door associated therewith to open and close an electrical circuit. Wire members222provide electrical connection between the ECU154and the motor assembly150so that the ECU154can supply electrical power from the vehicle electrical system to the motor assembly154to effect the bi-directional operation thereof. The switch member218is operably connected to the ECU154by wire members or by a wireless connection, e.g., wire members224provide electrical communication between the ECU154and the switch member218. In one embodiment, the switch member218is a door ajar switch in a door latch. The motor assembly150is energized to move the running board106from the stowed position to a deployed position upon receiving a signal from the door ajar switch indicating that the vehicle door has been opened. The motor assembly22is energized to return the running board106to the stowed position upon receiving a signal from the door ajar switch indicating that the vehicle door has been closed. Alternatively, or additionally, a motor vehicle body mounted switch226, that is accessible by a user to activate the running board106when desired, initiates movement of the running board106. The body-mounted switch226is operably connected to the ECU154by wire members or by a wireless connection. Alternatively, or additionally, an end cap switch228or key fob is provided to initiate movement of the running board106. The running board106may be hand-operated, or foot-operated if hands-free operation of the running board106is desired, using the switches. Upon activation of one of the switches224,226,226or the key fob, a signal is sent to the ECU154and the ECU154sends appropriate voltage to the motor assembly150. The height of the compact power running board assembly100is particularly suitable for motor vehicles with less ground clearance, such as sport utility vehicles, while maximizing the ground clearance that is available to help prevent assembly100contact against motor vehicle driving surfaces or objects thereon. The running board106is preferably an extruded aluminum. Other materials are contemplated depending on the application without departure from the scope of the present invention. The first and second swing arms108,110are preferably cast aluminum. Other materials are contemplated depending on the application without departure from the scope of the present invention. The housing is preferably cast aluminum. Other materials are contemplated depending on the application without departure from the scope of the present invention. It is understood that, alternatively, the assembly100is adapted to have the drive swing arm mechanism102and idler swing arm mechanism104locations switched, as in the drive swing arm mechanism102may be located where the idler swing arm mechanism104is illustrated in the figures and the idler swing arm mechanism104would then be located where the drive swing arm mechanism102is illustrated in the figures. In accordance with an embodiment of the present invention, a compact power running board assembly is provided, shown generally at300inFIGS.11-12, with linear actuation, wherein like numbers indicate like parts to the compact power running board assembly100. The compact power running board assembly300includes at least one drive swing arm mechanism, shown generally at302, and at least one idler swing arm mechanism104. In this embodiment, a linear actuator assembly is added, as indicated generally at303. The running board106is connected to a first swing arm308of the drive swing arm mechanism302and to the second swing arm110of the idler swing arm mechanism104at the pivot subassemblies112,112. The assembly300is provided with the at least one mechanical stop176and a motor assembly shown generally at350with at least one over current sensor356operably coupled to the motor assembly350. As described previously, the idler swing arm mechanism104includes a housing194with inboard and outboard mounting brackets214,216to connect to the motor vehicle174, and the housing194has an opening196to receive the second swing arm110into the housing194, which swing arm110is operably coupled to the inboard pivot shaft198inside the housing196at a predetermined location between the first and second bushings202,204located within the housing. This arrangement provides a compact unit and a balanced force condition. Thrust bearings204,206for transferring force are operably coupled to the pivot shaft198below and above the swing arm110, respectively, and first and second seals208,210are operably coupled to the outside of the thrust bearings204,206to protect against moisture. Preferably, the drive arm mechanism302is identical thereto. Thus, most preferably, the gearing is not present in the housing of the drive swing arm mechanism302, e.g., no worm gear146or worm wheel148, and the housing and interior features of the drive swing arm mechanism302are substantially similar to the idler side in accordance with this embodiment. The swing arms308,110form a linkage, indicated generally at315, that rotates the running board106generally horizontally between the stowed position and the at least one deployed position until the board106contacts the mechanical stop176and current spikes are detected, similarly as set forth previously. However, rather than rotary actuation, the linear actuator assembly303moves the first swing arm308between the stowed position and any predetermined deployed position(s). The linear actuator assembly303is operably connected to a third arm309at a first pivot311and is operably connected to the first swing arm308. Preferably, the other end of the third arm309is operably connected to the housing of the drive swing arm mechanism302. The linear actuator assembly303includes the motor assembly350and a cylinder or lead screw assembly, shown generally at313. The motor assembly350is operably electrically connected to the ECU154. The motor assembly350generally includes a motor with gearbox reduction. Preferably, a planetary gear. Most preferably, a two-stage planetary gear. The gearbox can be a planetary gear, worm gear, or other suitable gear train. The motor assembly350is illustrated outside and in-line with the cylinder or lead screw assembly313. However, it is understood that the assembly303is adaptable for having an in-line or off-line motor assembly350. In addition, it is understood that the assembly303is adaptable for having an in-line or off-line motor gear reduction box. The linear actuator assembly303uses a lead screw/spindle or screw-nut. The assembly303can use a pneumatic cylinder or hydraulic cylinder. Thus, the linear actuator assembly303generally includes either or a combination of the following: in-line or off-line motor; in-line or off-line gear reduction box; gearbox that is planetary gear, worm gear or other gear train; uses lead screw/spindle or screw-nut; uses pneumatic cylinder or hydraulic cylinder. By way of non-limiting example, when a ball screw member rotates in a first direction, this causes the first swing arm308to pivot outward to the predetermined at least one deployed position. And when the ball screw member rotates in a second direction, this causes the first swing arm308to pivot inward toward the motor vehicle to the stowed position. Referring now toFIGS.13-14, there is illustrated a known power running board assembly shown generally at400, which is not compact. This assembly has a higher total package height because the known cantilever structure is connected outside of the housing. In particular, a first cantilever arm402is connected outside of a housing404to a pivot shaft406end408that extends downward to the outside of the housing404, which arrangement increases the overall height of the assembly. The increased height is at least about twice that of the present invention. The assembly400is particularly suited for larger motor vehicles such as pickup trucks. A first bushing410and a second bushing412are coupled to the pivot shaft406inside of the housing404. Thus, the cantilever arm402is located outside of the housing404and additionally is not located between the first and second bushings410,412. To avoid high internal force due to this arrangement, the housing404must be larger in size, which also adds material and weight. By way of example, with a 1000 N directional force applied to the pivot shaft406where the cantilever arm402is connected, a 1500 N reaction force is applied to the first bushing410and a 500 N reaction force is applied to the second bushing412. Thus, the force applied to the first bushing410is at least about 3× higher than in the present inventive example set forth above and about 3× higher than the force applied to the second bushing412. In addition, the total pivot shaft406height is at least about twice as long as the present invention. A second cantilever arm414is connected to a pivot shaft end extending outside of a hub structure416as well. Both the first and second cantilever arms402,414are connected to a running board418. The housing404includes a mounting bracket420and the hub structure416includes a mounting bracket422arranged vertically in the vehicle installed position for mounting to the frame of a motor vehicle with a plurality of fasteners. The power running board assembly generally400has longer cantilever arms402,414and running board416length as well. All the aforementioned factors make the known larger, heavier assembly more suitable for larger motor vehicles. Referring to now toFIGS.15-18and21generally, a running board assembly, generally shown at10, in one embodiment includes a running board12, a housing assembly14, a drive arm16, an idler arm18, a linear actuator assembly20, a motor assembly22, an electronic control unit24, and at least one mounting bracket26. The mounting bracket26is adapted for attachment to a frame of a motor vehicle28. The running board12has a top wall30providing a tread surface32therealong. The running board12is connected to the drive16and idler18arms at pivots generally shown at34. The pivots34are arranged generally vertically in vehicle installed position and include a shaft extending through a bore in the end of the drive16and idler18arms and retained in place by a retaining ring. The idler arm18is mounted to a hub structure36which pivotally secures the idler arm18to a rear bracket38. The rear bracket38is mounted to the mounting bracket26which is attached to the frame of the motor vehicle28. It is appreciated that although a single idler arm18is shown, the running board assembly10in another embodiment may include more than one idler arm18. The drive16and idler18arms form a parallel linkage which pivotally couples the running board12to a frame of the motor vehicle28for movement between a stowed position, as shown inFIG.16, a cab entry position, as shown inFIG.17, and a box side step position, as shown inFIG.18. In the stowed position, the running board12is generally tucked underneath the motor vehicle28so as to be somewhat hidden from view and to provide a cleaner, more integrated look to the motor vehicle28. In the cab entry position, the running board12extends generally outwardly from the motor vehicle28to assist users entering or exiting a passenger cab generally indicated at40. And in the box side step position, the running board12extends generally outwardly from the motor vehicle28and is disposed rearward as compared to the cab entry position in order to allow users side access to a box41of the motor vehicle28. The running board12provides a more useful step surface with improved step length for box access as compared to a separate frame mounted side step. Referring toFIGS.19and20, the housing assembly14includes a cover structure42and a main housing structure44. The cover structure42is secured to the main housing structure44by a plurality of cover fasteners46, e.g., cover screws. The cover structure42and the main housing structure44define an internal chamber within the housing assembly14. The housing assembly14also includes a steel tube portion48, a rear bracket50, and a bracket51integrally formed with the cover structure42and having an aperture for receiving a fastener53, e.g., nut and bolt arrangement, for securing to the rear bracket50. Another bearing67, e.g., spherical bearing with nitrile seals, is coupled to the bracket51. The rear bracket50of the housing assembly14is secured to the mounting bracket26adapted for attachment to the frame of the motor vehicle28. The linear actuator assembly20includes a ball screw member52disposed within the steel tube portion48and rotatable relative thereto. The ball screw member52is operably coupled to the motor assembly22. A worm member54, e.g., plastic worm gear, is fixedly mounted toward an end of the ball screw member52for rotation therewith, and includes a lead worm self locking member, generally shown at55, e.g., worm gear with self locking 4 degree lead angle. The worm member54can be of any suitable configuration. A plurality of tapered roller bearings56, e.g., at least two, are mounted on an exterior surface of the worm member54and/or ball screw member52. The linear actuator assembly20also includes an actuator shaft tube58with a tube insert60at one end operably coupled to a spherical bearing62, e.g., a spherical bearing having a PTFE liner (polytetrafluoroethylene) fitted therein and fixedly secured to the bearing62, preferably, spherical ball bearing having stainless steel ball, PTFE liner and nitrile seals. At the other end of the actuator shaft tube58there is provide a bearing64, preferably, a steel/PTFE sleeve bearing, and a ball nut66with internal ball return for linear movement thereof. Other suitable ball returns are contemplated without departing from the scope of the invention. The ball screw52and ball nut66have matching helical grooves. Bellows65are operably fitted over at least the actuator shaft tube58, ball nut66, and bearing64, operable for providing an environmental seal. Ball screws are the method of choice in linear-actuation applications in accordance with the present invention. Ball screws convert rotary input to linear motion and offer several advantages over other actuators, such as Acme screws, hydraulic or pneumatic systems, and belt, cable, or chain drives. Thus, the rotation of the ball screw52drives pivotal movement of the drive arm16. It is appreciated that other suitable actuators such as, but not limited to, air cylinder/pneumatic or hydraulic cylinder type, or other suitable linear motion screws are contemplated without departing from the scope of the invention. By way of non-limiting example, in one embodiment the actuator has a linear actuator gear drive arrangement or the linear actuator assembly has a linear actuator belt drive arrangement, in accordance with another embodiment of the present invention. It is appreciated that in one embodiment a plurality of threads may be defined on an exterior surface of the ball screw52, in combination with operational contact with the ball nut66internal ball return arrangement and/or bearing64. Referring toFIGS.15and19generally, the drive arm16includes a first end68rotatably coupled to the spherical bearing62and an opposing second end70rotatably coupled to a second mounting bracket73fixedly connected to the running board12. The drive arm16includes a first link72pivotably connected to a second link74at a joint75. The rotation of the ball screw52drives rotation of the first link72and pivotal movement about the joint75of the second link74to move relative to the first link72causing the running board12to deploy between stowed and a deployed positions. The joint75is mounted to another hub structure36which pivotally secures the drive arm16to a second rear bracket38. This rear bracket38is mounted to the mounting bracket26which is attached to the frame of the motor vehicle28. Referring toFIGS.15and19through21generally, the motor assembly22includes a casing structure76which includes a position sensing and encoding motor78that rotates a shaft in opposing first and second directions. The motor assembly22is secured to the linear actuator assembly20. More particularly, the shaft extends into the main housing structure44and is fixedly secured to the worm gear54coupled with the lead worm self locking member55such that activation of the motor78will rotate the self locking member55in the same direction causing rotation of the worm gear54which will cause rotation of the ball screw member52. The casing structure76is secured to the main housing structure44by a second plurality of fasteners. It is appreciated that the casing structure76may in one embodiment be considered part of the housing assembly12as the housing assembly12maintains the worm gear and motor components sealed from the external environment. The electronic control unit24electronically controls the motor assembly22to effect movement of the running board12between the stowed, cab entry, and box side step positions. The electronic control unit24is mounted within the motor vehicle28at a location remote from the housing assembly14. The electronic control unit24is electrically connected to the motor assembly22, to a wiring harness of the motor vehicle28, and to a switch member84incorporated into a door86of the motor vehicle28. In another embodiment, the electronic control unit24may be physically mounted to the housing assembly14or to the motor assembly22, and electronically connected to the motor assembly22. The switch member84in one embodiment is a door-actuated switch member that is part of the motor vehicle28and is controlled in a conventional manner by the door86. The wiring harness supplies the electrical power from the vehicle electrical system to the electronic control unit24of the running board assembly10through electrical wire members88. The structure and operation of a conventional switch member which is operationally interconnected to the vehicle door86is well known. It is understood by one skilled in the art that such switch members are toggled by the opening or the closing of the vehicle door86associated therewith to open and close an electrical circuit. Wire members90provide electrical connection between the electronic control unit24and the motor assembly22so that the electronic control unit24can supply electrical power from the vehicle electrical system to the motor assembly22to effect the bi-directional operation thereof. Wire members92provide electrical communication between the electronic control unit24and the door-actuated switch member84. In one embodiment, the switch member84is a door ajar switch in a door latch. The motor assembly22is energized to move the running board12from the stowed position to the cab entry position upon receiving a signal from the door ajar switch indicating that the vehicle door86has been opened. The motor assembly22is energized to return the running board12to the stowed position upon receiving a signal from the door ajar switch indicating that the vehicle door86has been closed. The running board assembly10has at least one stop that is internal to the actuator and/or are external stops. It is appreciated that in one embodiment there are no external stops. In operation, starting with the running board12in the stowed position, when the vehicle door86is unlatched and pivoted outwardly from a closed position to an open position, the switch member84associated with the vehicle door86is activated and sends a control signal to the electronic control unit24. The electronic control unit24in response to the control signal supplies an appropriate voltage to the motor assembly22to cause the motor assembly22to begin rotational movement in a first rotational direction which will operably cause rotation of the ball screw member52to convert rotary input to linear motion thereof, thereby causing pivoting of the first link72relative to the second link74about joint75to move the running board12to the cab entry position. Specifically, the motor78rotates the lead worm55causing rotation of the worm gear54in a first rotational direction which in turn rotates the ball screw member52. The actuator shaft tube58is rotatable with the ball screw member52and causes the drive arm16to pivot outwardly away from the motor vehicle28to move the running board12to the cab entry position. The particular location of the running board12in the cab entry position is electronically controlled by the motor78. The electronic control unit24is programmed to stop the motor78after a predetermined number of armature revolution counts. As a result, the exact location of the running board12in the cab entry position may vary depending upon when the motor78is programmed to stop. When the electronic control unit24senses that the running board12has reached the cab entry position, the electronic control unit24turns off the motor78. The running board12is retained in the cab entry position after the motor assembly22is shut off as a result of at least the engagement between the worm gear54and the ball screw member52, as it is known that the worm gear54will not be back-driven by the screw member52. Specifically, the lead worm55is self locking and will not be back-driven. Thus, the lead worm55and/or worm gear54will resist an external force applied to the drive arm16in a direction away from the cab entry position and towards the stowed position as a result of the engagement. The running board12remains in the cab entry position until the door86of the motor vehicle28is returned to the closed position. When the door86is pivoted inwardly from the open position to the closed position, the switch member84associated therewith is activated and sends a signal to the electronic control unit24. The electronic control unit24in response to the signal supplies an appropriate voltage to the motor assembly22which will pivot the drive arm16to move the running board12to the stowed position. Specifically, the shaft of the motor assembly22rotates the lead worm55causing rotation of the worm gear54in a second rotational direction which in turn rotates the ball screw member52. The actuator shaft tube58is rotatable with the ball screw member52and causes the drive arm16to pivot inwardly towards the motor vehicle28to move the running board12to the stowed position. It is appreciated that in one embodiment at least two stops are located on each drive arm16and idler arm18to abut the running board12. The drive arm16includes a stow stop82and end stop80formed at a location between the joint75and second end70. The running board12abuts the stow stop82to stop further movement of the running board12when the board12has reached the stowed position. The running board abuts the end stop80when the board12has reached the box side step position to stop further movement of the running board12. In one embodiment, the stow and end stops82,80include bumpers81formed from urethane or a other suitable material. The stow stop82and electronic control unit24are used to turn off the motor78of the motor assembly22. The running board12will continue to move towards the stowed position until the running board abuts the stow stop82. A current spike is generated in the motor assembly22as a result of the motor assembly22meeting a resistance to movement when the running board12hits the stow stop82. The current spike will be instantaneously detected by the electronic control unit24. In response to the current spike, the electronic control unit24turns off the motor78. Likewise, the running board12will continue to move towards the box side step position until the running board abuts the end stop80. A current spike is generated in the motor assembly22as a result of the motor assembly22meeting a resistance to movement when the running board12hits the end stop80. The current spike will be instantaneously detected by the electronic control unit24. In response to the current spike, the electronic control unit24turns off the motor78. Referring toFIG.22, the motor vehicle28may include an input member such as a body-mounted switch96, an end cap switch98, or a key fob to initiate movement of the running board12into and out of the box side step position. The body-mounted switch96and the end cap switch98may be electrically connected to the electronic control unit24by wire members100or by a wireless connection. The body-mounted switch96is easily accessible by hand and the end cap switch98may be accessed by a user's foot. Thus, the running board12may be hand-operated, or foot-operated if hands-free operation of the running board12is desired. The running board12may be moved into the box side step position from either the stowed position or the cab entry position. Upon activation of one of the switches96,98or the key fob, a signal is sent to the electronic control unit24. The electronic control unit24in response to the signal supplies an appropriate voltage to the motor assembly22to cause rotational movement in a first direction which will convert rotary input to linear motion and pivot the drive arm16linkages to move the running board12to the box side step position. To move the running board12out of the box side step position and into the stowed position, the body-mounted switch96, the end cap switch98, or the key fob is activated which sends a signal to the electronic control unit24. The electronic control unit24in response to the signal supplies an appropriate voltage to the motor assembly22to cause rotational movement in a second rotational direction which will convert rotary input to linear motion and pivot the drive arm16linkages to move the running board12to the to the stowed position. Specifically, the motor shaft of the motor assembly22rotates the lead worm55causing rotation of the worm gear54in a second rotational direction which in turn rotates the ball screw member52. The actuator shaft tube58rotates with the ball screw member52and causes the drive arm16to pivot inwardly towards the motor vehicle28to move the running board12to the stowed position. The running board12reaches the stowed position when the running board12abuts the stow stop82on the drive arm16. A current spike is generated in the motor assembly22as a result of the motor assembly22meeting a resistance to movement when the running board12hits the stow stop82. The current spike will be instantaneously detected by the electronic control unit24. In response to the current spike, the electronic control unit24turns off the motor78. It is further contemplated that in the alternative the running board12may be moved from the box side step position to the cab entry position. It is appreciated that in one embodiment the stops for linear actuation are internal without any external stops. Alternatively, a belt drive, spur gear drive, planetary gear arrangement, or direct drive between armature and lead screw, or any other predetermined arrangement adapted to and suitable for deploying/stowing the running board from any predetermined vehicles depending on the applications. Alternatively, the running board is movable relative to the housing assembly between a stowed position tucked underneath the motor vehicle and a motor vehicle compartment entry position generally outwardly from the motor vehicle to support a user entering or exiting the passenger cab. Alternatively, the running board is movable relative to the housing assembly between a stowed position tucked underneath the motor vehicle and a plurality of deployed positions. Alternatively, the running board is movable relative to the housing assembly between one stowed position and one deployed position. Alternatively, the running board is movable relative to the housing assembly between at least one stowed position and at least one deployed position. Referring now toFIGS.23-25generally, where like numbers denote like parts, a power running board assembly, generally shown at500, in another embodiment includes a running board512, a housing assembly shown generally at514, at least one first swing arm518, at least one second swing arm116, a linear actuator assembly shown generally at520, a motor assembly shown generally522, an electronic control unit524, and at least two mounting brackets526,528. The mounting brackets526,528are adapted for attachment to a frame of a motor vehicle540or other predetermined vehicle structure. The at least two swing arms518,516are pivotally connected to the running board512and pivotally connected to respective hub structures538,538, forming a linkage. The linear actuator assembly520is connected to the running board512toward one end of the linear actuator assembly520. The linear actuator assembly520is connected toward the other end to the motor vehicle body, e.g. frame540. The motor522actuates the linear actuator assembly and drives movement of the linear actuator assembly520, which causes movement of the linear actuator assembly520and drives the at least two swing arms518,516to pivotally move the running board512between the stowed position and any predetermined deployed position(s). Referring more particularly toFIG.23, the actuator520is connected to the step512instead of one of the swing arms518,516. In one embodiment, the drive arrangement includes a motor armature shaft and lead screw with a worm gear drive. Alternatively, a belt drive, spur gear drive, planetary gear arrangement, or direct drive between armature and lead screw, or any other predetermined arrangement adapted to and suitable for deploying/stowing the running board from any predetermined vehicles depending on the applications. Referring more particularly toFIG.24, in one embodiment the actuator is a linear actuator gear drive arrangement, indicated generally at530, that includes a spur gear design with a plurality of in-meshed gears, shown generally at532, and a motor assembly, shown generally at534. The spur gear arrangement532is operably positioned between a motor armature shaft, shown generally at536, and a lead screw, shown generally at538, e.g., operable to convert rotary movement into linear movement, to drive the running board512between predetermined positions. Referring more particularly toFIG.25, in one embodiment the linear actuator assembly has a linear actuator belt drive arrangement, indicated generally at540, that includes a belt drive design with a belt device, shown generally at542, and a motor assembly, shown generally at544. The belt drive arrangement542is operably positioned between a motor armature shaft, shown generally at546, and a lead screw, shown generally at548, e.g., operable to convert rotary movement into linear movement, to drive the running board512between predetermined positions. The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention. | 48,417 |
11858462 | The reference numbers in the figures represent the following structures: 100—driving support;110—first automobile connecting rod;111—first connecting rod fixing hole;120—driving motor;130—second automobile connecting rod;131—second connecting rod fixing hole;132—fixing rod;133—fixing plate;140—gear box;141—rotating rod;142—driving shaft;143—rotating rod supporting arm;144—limiting block;145—fixing arm;146—fixing pin;150—rotating mechanism;151—rotating rod groove;152—lower supporting wall;153—upper supporting wall;154—rotating rod rotating shaft;155—connecting end surface;156—connecting column; A1—first bolt; A2—first hole; A3—second hole;200—driven support;230—driven automobile fixing plate;231—driven automobile fixing plate fixing hole;232—driven connecting member;241—driven rotating rod;242—driven driving shaft;243—driven rotating rod supporting arm;244—driven limiting block;245—driven fixing arm;246—driven fixing pin;250—driven rotating mechanism;251—driven rotating rod groove;252—driven lower supporting wall;253—driven upper supporting wall;254—driven rotating rod rotating shaft;255—driven connecting end surface;256—driven connecting column; B1—second bolt; B2—third hole; B3—fourth hole; and300—pedal. DETAILED DESCRIPTION OF THE EMBODIMENTS With reference toFIGS.1-10, the electric pedal for an automobile of the present invention is further described as follows. As shown in the figures, the electric pedal comprises at least one driving support100, at least one driven support200, and a pedal300. As shown inFIGS.3-6, the driving support100comprises a first automobile connecting rod110, a driving motor120, a second automobile connecting rod130, a gear box140and a rotating mechanism150, where the first automobile connecting rod110, the driving motor120and the second automobile connecting rod130are separately fixed to the automobile to which the electric pedal is mounted, the first automobile connecting rod110and the second automobile connecting rod130are separately and fixedly connected to the gear box140, the gear box140is connected to the driving motor120, and the driving motor120is fixed on the gear box140. The rotating mechanism150is connected to the gear box140by means of a rotating rod141, the rotating rod141is arranged below the second automobile connecting rod130, and the rotating mechanism150is connected to the automobile pedal. The rotating mechanism150comprises a lower supporting wall152and an upper supporting wall153, an angle between the lower supporting wall152and a horizontal plane is 0-10°, the end, away from the rotating rod141, of the rotating mechanism150is provided with a connecting end surface155, and an angle between the connecting end surface155and a vertical plane is set to 0-5°, such that the automobile pedal tilts towards a top of an automobile roof by 0-5°. The connecting end surface155is internally provided with a connecting column156fixed to the automobile pedal300in a matching manner, the connecting column156is vertically arranged in the connecting end surface155, and the end, away from the rotating mechanism150, of the rotating rod141is connected to the gear box140by means of a driving shaft142. The lower end of the rotating rod141is provided with a rotating rod supporting arm143, and the rotating rod supporting arm143and the rotating rod141are arranged in parallel. A front end of the rotating rod supporting arm143is provided with a fixing arm145perpendicular to the rotating rod141, and one side of the rotating rod141protrudes outwards and is fixedly connected to the rotating rod supporting arm143by means of a fixing pin146. As shown inFIGS.7-10, the driven support200comprises a driven automobile fixing plate230and a driven rotating mechanism250, where one end of the driven automobile fixing plate230is fixed to the automobile to which the electric pedal is mounted, and the other end of the driven automobile fixing plate is fixedly connected to a driven connecting member232. The driven rotating mechanism250is connected to the driven connecting member232by means of a driven rotating rod241, the driven rotating rod241is arranged below the driven automobile fixing plate230, and the driven rotating mechanism250is connected to the automobile pedal. The driven rotating mechanism250comprises a driven lower supporting wall252and a driven upper supporting wall253, and an angle between the driven upper supporting wall253and a horizontal plane is set to 0-5°, such that the automobile pedal tilts towards the top of the automobile roof by 0-5°. An angle between the driven lower supporting wall252and the horizontal plane is 0-10°. The end, away from the driven rotating rod241, of the driven rotating mechanism250is provided with a driven connecting end surface255, the driven connecting end surface255is internally provided with a driven connecting column256fixed to the automobile pedal in a matching manner, the driven connecting column256is vertically arranged on the driven connecting end surface255, and the end, away from the driven rotating mechanism250, of the driven rotating rod241is connected to the driven connecting member232by means of a driven driving shaft242. The lower end of the driven rotating rod241is provided with a driven rotating rod supporting arm243, and the driven rotating rod supporting arm243and the driven rotating rod241are arranged in parallel. An edge of the driven rotating rod supporting arm243is provided with a driven fixing arm245perpendicular to the driven rotating rod241, and one side of the driven rotating rod241protrudes outwards and is fixedly connected to the driven rotating rod supporting arm243by means of a driven fixing pin246. When the electric pedal for an automobile of the present invention is used, the driving support100drives the rotating rod141to rotate by means of the driving motor120and the gear box140, such that the driving support100may be switched from the state ofFIG.3to the state ofFIG.4. The driven support200may also be switched from the state ofFIG.7to the state ofFIG.8and switching from the state ofFIG.1to the state ofFIG.2is formed on the whole for the electric pedal for an automobile. The operation is simple and labor-saving. In the present invention, the rotating mechanism150comprises the lower supporting wall152and the upper supporting wall153, the upper supporting wall is horizontally arranged, the angle between the lower supporting wall152and the horizontal plane is 0-10°, and the inclined lower supporting wall may improve the stability of the rotating mechanism. In the present invention, the connecting end surface155is arranged at the end, away from the rotating rod141, of the rotating mechanism150, the connecting column156fixed to the automobile pedal300in the matching manner is arranged in the connecting end surface155, the connecting column156is vertically arranged in the connecting end surface155, and the connecting end surface155cooperates with the connecting column156to stably fix the pedal300on the driving support100. Secondary supporting for the rotating rod141is achieved by means of the rotating rod supporting arm143, such that supporting of the rotating rod is firmer, and the durability of use is improved. Fixing arm145perpendicular to the rotating rod141makes pressure applied to the rotating rod141perpendicular to the rotating rod supporting arm143, and a supporting effect is better. Moreover, the driving motor120drives the rotating rod141to rotate in a horizontal direction to enable the rotating mechanism150to rotate in the horizontal direction, such that the problem of potential safety hazards caused by the fact that the automobile pedal300touches an obstacle below a chassis in a retraction process may be effectively solved. In the present invention, the end, close to the rotating rod141, of the rotating mechanism150is provided with the upper supporting wall153and the lower supporting wall152, and the upper supporting wall153and the lower supporting wall152are arranged in parallel. The upper supporting wall153and the lower supporting wall152form a rotating rod groove151, a rotating rod rotating shaft154is arranged in the rotating rod groove151, and the rotating rod rotating shaft154is connected to the rotating rod141. In the present invention, the end, close to the driven rotating rod241, of the driven rotating mechanism250is provided with the driven upper supporting wall253and the driven lower supporting wall252, and the driven upper supporting wall253and the driven lower supporting wall252are arranged in parallel. The driven upper supporting wall253and the driven lower supporting wall252form a driven rotating rod groove251, a driven rotating rod rotating shaft254is arranged in the driven rotating rod groove251, and the driven rotating rod rotating shaft254is connected to the driven rotating rod241. In the present invention, the rotating rod141is obliquely arranged downwards, and an angle between the rotating rod141and the horizontal plane is 0-10°. In the present invention, the driven rotating rod241is obliquely arranged downwards, and an angle between the driven rotating rod241and the horizontal plane is 0-10°. In the present invention, the end, away from the rotating rod141, of the rotating mechanism150is provided with the connecting end surface155, the connecting end surface155is internally provided with the connecting column156fixed to the automobile pedal in the matching manner, and the connecting column156is vertically arranged in the connecting end surface155. In the present invention, the end, away from the driven rotating rod241, of the driven rotating mechanism250is provided with the driven connecting end surface255, the driven connecting end surface255is internally provided with the driven connecting column256fixed to the automobile pedal in the matching manner, and the driven connecting column256is vertically arranged on the driven connecting end surface255. As shown inFIGS.3-6, in the present invention, the second automobile connecting rod130is fixedly connected to the gear box140by means of fixing rods132, and at least two the fixing rods132are arranged and parallel to each other; and the second automobile connecting rod130is fixedly connected to a fixing plate133and the fixing rods132in a welded manner, and at least two the fixing rods132are arranged and parallel to each other. As shown inFIGS.7-10, in the present invention, the driven automobile fixing plate230is provided with the driven connecting members232, the driven automobile fixing plate230is fixedly connected to the driven connecting members232in a welded manner, and at least two driven connecting members232are arranged and parallel to each other. In the present invention, the electric pedal for an automobile may be switched into a fixed side pedal, and in this case, the driving motor120needs to be stopped, or the driving motor120or the gear box140fails. Under the first situation as shown inFIGS.1,3and7, when the rotating rod141and the driven rotating rod241rotate to enable the pedal300to be in an extended state, first bolts A1reserved by the rotating rod141on the driving support are rotated and taken down and aligned with first holes A2of the fixing rods132, and then the rotating rod141and the fixing rods132are fixed by making the first bolts A1pass through the first holes A2. Moreover, second bolts B1reserved by the driven rotating rod241are rotated and taken down and aligned with third holes B2of the driven connecting members232, and then the driven rotating rod241and the driven connecting members232are fixed by making the second bolts B1pass through the third holes B2. Under the second situation as shown inFIGS.2,4, and8, when the rotating rod141and the driven rotating rod241rotate to enable the pedal300to be in a retracted state, the first bolts A1reserved by the rotating rod141on the driving support are rotated and taken down and aligned with second holes A3of the fixing rods132, and then the rotating rod141and the fixing rods132are fixed by making the first bolts A1pass through the second holes A3. Moreover, the second bolts B1reserved by the driven rotating rod241are rotated and taken down and aligned with fourth holes B3of the driven connecting members232, and then the driven rotating rod241and the driven connecting members232are fixed by making the second bolts B1pass through the fourth holes B3. In the present invention, the end, away from the gear box140, of the driving shaft142is provided with a limiting block144and the rotating rod supporting arm143, and the limiting block144is arranged at the end, away from the gear box140, of the rotating rod supporting arm143. The end, away from the driven connecting member232, of the driven driving shaft242is provided with a driven limiting block244and a driven rotating rod supporting arm243, and the driven limiting block244is arranged at the end, away from the driven connecting member232, of the driven rotating rod supporting arm243. In the present invention, the rotating rod supporting arm143is fixedly connected to the end, away from the second automobile connecting rod130, of the rotating rod141, and the rotating rod supporting arm143and the rotating rod141jointly rotate synchronously by taking the driving shaft142as a rotating shaft. The driven rotating rod supporting arm243is fixedly connected to the end, away from the driven automobile fixing plate230, of the driven rotating rod241, and the driven rotating rod supporting arm243and the driven rotating rod241jointly rotate synchronously by taking the driven driving shaft242as a rotating shaft. In the present invention, the first automobile connecting rod110and the second automobile connecting rod130are perpendicular to each other, the first automobile connecting rod110is provided with a first connecting rod fixing hole111, the second automobile connecting rod130is provided with two second connecting rod fixing holes131, and the driven automobile fixing plate230is provided with a driven automobile fixing plate fixing hole231. The above-mentioned contents are merely preferred examples of the present invention and are not intended to limit the implementation scope of the present invention, that is, all equivalent changes and modifications made according to the contents of the patent scope of the present invention shall fall within the technical scope of the present invention. The electric pedal for an automobile of the present invention comprises a driving support, a driven support, and a pedal. The driving support comprises a first automobile connecting rod, a driving motor, a second automobile connecting rod, a gear box, and a rotating mechanism. The first automobile connecting rod, the driving motor, and the second automobile connecting rod are separately fixed to the automobile to which the electric pedal is mounted, and the driven support comprises a driven automobile fixing plate and a driven rotating mechanism. The electric pedal for an automobile can be switched into a fixed side pedal, and in this case, the driving motor needs to be stopped, or the driving motor or the gear box fails. When the rotating rod and the driven rotating rod rotate to enable the pedal to be in an extended state or a retracted state, first bolts reserved by the rotating rod on the driving support are rotated and taken down and aligned with holes of fixing rods, and then the rotating rod and the fixing rods are fixed by making the first bolts pass through the holes. Moreover, second bolts reserved by the driven rotating rod are rotated and taken down and aligned with holes of driven connecting members, and then the driven rotating rod and the driven connecting members are fixed by making the second bolts pass through the holes. Therefore, the electric pedal for an automobile of the present invention has the advantages of being improved in bearing weight, capable of being freely switched into the fixed side pedal, etc. | 15,997 |
11858463 | DETAILED DESCRIPTION FIG.1shows schematic and simplified perspective illustrations of a stowage compartment10from different viewing angles in partial figures A) and B). The stowage compartment10comprises a container12and a cover14. The container12has two lateral walls16, a rear wall18, a front wall20, and a base22. The lateral walls16, the rear wall18, and the front wall20have a respective shaping, which is adapted to an installation location in a motor vehicle (not shown). Accordingly, the shaping shown here for the container12is solely by way of example. The container12overall has a trough-like design. The cover14is movable in relation to the container12around a pivot axis SA. For this purpose, the cover14is connected by means of at least one hinge24to the container12. Accordingly, the cover14can be moved starting from a closed position, in which it rests on an upper edge section26of the container, into different open positions. An operating element30is provided on a front edge section28of the cover14. The operating element30is designed in particular so that the cover14can be moved with one hand from a closed position into an open position. FIG.2Ashows the stowage compartment10ofFIG.1in a lateral top view. The cover14is shown here in the closed position S1, in an intermediate position S2, and in a maximally open position S3. It is apparent from this illustration that the operating element30has an actuating section32and a locking section34. The hinge24is provided on a rear edge section36of the cover14. The hinge24has a coupling section38facing away from the cover14. That is to say, the cover14and the coupling section38are articulated with one another by means of the hinge. The coupling section38is accommodated in a coupling opening40formed on the rear wall18of the container12. FIG.2Cshows an exemplary embodiment of the cover14having two hinges24. A respective coupling section38is provided on each hinge24. Respective coupling openings40are formed on the rear wall18of the container. As indicated by the dashed arrows, the coupling sections38can be inserted or plugged into the coupling openings40. In the present example, the coupling openings40are formed as plug receptacles, into which a respective coupling section38, which can also be referred to as a plug tab, is insertable and fixable. It is ensured by such a connection between cover14and container12that the container12can be installed independently of the cover14in a vehicle body, in particular can be fastened therein, and the cover14can subsequently be attached to the container12by means of the coupling sections38on the container12, in particular the coupling openings40. Nubs42formed protruding downward are provided in the region of the base22of the container12. The nubs42are used in particular to be able to fasten the container12on a part (not shown here) of a vehicle body. In particular, recesses or depressions embodied corresponding to the nubs42can be provided on a vehicle body. In addition to the nubs42, which do not necessarily have to be provided in every conceivable embodiment of a container12, the container12can be connected by means of fastening brackets43to the vehicle body. Exemplary arrangements of such fastening brackets43are shown inFIGS.1,2A, and2C. The nubs42can also be designed so that liquid possibly located in the container12, for example water, can be drained off. For this purpose, an opening can possibly be provided in one or more corresponding nubs42. Such an opening can be closed by means of a removable plug or can simply be left open without closure. In embodiments of the container which do not have nubs42as shown here, such an opening can generally be provided as much as possible at a lowest point of the trough-like container12. The positions S1, S2, and S3of the cover14illustrated inFIG.2Aare shown schematically and in simplified form once again inFIG.2B. It is apparent from this illustration that a maximum opening angle Wmax is formed between the closed position S1and the maximally open position. The maximum opening angle Wmax is approximately 70° to 85°, preferably approximately 75° to 80°. In a range Wauf, the cover14is automatically held in the open position by the hinge24. The angle range Wauf extends, starting from the maximum opening angle Wmax, approximately 35° to 50°, preferably approximately 40° to 45°, in the direction of the closed position S1. In a range Wzu, the cover14is not automatically held by the hinge, but rather the cover14automatically falls into the closed position because of gravity in this range Wzu. The range Wzu is approximately 15° to 30°, preferably approximately 20° to 25°, starting from the closed position S1. An intermediate range Wm is provided between the ranges Wzu and Wauf. The intermediate range Wm has to be overcome upon opening the cover14up to a minimum opening angle Wmin, so that the cover14is held by the hinge from this minimum opening angle Wmin up to the maximum opening angle Wmax in any arbitrary open position within the range Wauf. Below the minimum opening angle Wmin, the holding force exerted by the hinge24decreases, so that the cover automatically falls into its closed position S1below the minimum opening angle Wmin, in particular in the range Wzu. The hinge24or both hinges24can be embodied as friction hinges, which can be adjusted in particular based on the selected angle ranges Wzu, Wauf. FIG.3shows a simplified and schematic sectional illustration of the stowage compartment10having container12in cover14. The cover14is shown here in the maximally open position S3. Furthermore, a hood element44of a vehicle body is shown inFIG.3. The hood element44, which is a forward flap or front flap of a vehicle here, is also shown in different positions, in particular a closed position SH1, an intermediate position SH2, and a maximally open position SH3. In the intermediate position SH2shown here, the hood element44comes into contact with its inner side45with the cover14of the stowage compartment10. The contact between hood element44and cover14can occur in any open position of the cover14within the angle range Wauf (seeFIG.2B), in which the cover14is held by the hinge24in an open position. An acute angle α is formed between the cover14and the hood element44in such a relative position of these two components in relation to one another. The angle between the cover14and the hood element44is selected such that the cover14is moved downward by the closing hood element44in the direction of its closed position S1. If the cover14is in its maximally open position S3, the angle α formed between the cover14and the hood element44is 60° or less, in particular 50° or less. In this way, it is ensured that the cover14does not jam as it slides along on the hood element44, so that both the cover14and also the hood element44can be moved reliably into their respective closed position S1or SH1, respectively. Furthermore, it is to be noted that the cover14automatically falls into its closed position S1because of gravity in the angle range Wzu (FIG.2B). It can therefore be presumed that the cover14, insofar as it is moved downward by means of the hood element44, moves rapidly away from the hood element44in the angle range Wzu, in particular the cover typically moves downward faster than the hood element44in the angle range Wzu. FIGS.4A and4Bshow simplified and schematic illustrations in partial section of the cover14and the container12, wherein the cover14is located in its closed position S1(FIGS.2A and2B). A seal element48is provided between an upper edge section26and a lower side of the cover14. The seal element48can be provided along the entire upper edge section26of the container12. The seal element48can thus be arranged peripherally on the container12or peripherally on the cover14. Furthermore, a peripheral cover edge section49can be provided on the cover14. The cover edge section49extends, in the closed position of the cover14, beyond the upper edge section26or the upper edge, on which the seal element48rests, of the container12downward in the direction of the container12. FIG.4Bshows a possible embodiment in which a venting channel50is formed above the seal element48, through which air VL displaced from the interior of the stowage compartment10can escape, in particular upon closing of the cover14. The venting channel50is embodied in particular so that it forms a type of labyrinth seal, so that penetration of water or dirt from the surroundings into the closed stowage compartment10can be nearly completely prevented. Alternatively to a venting channel50, providing at least one recess or a notch on the seal element48can also be considered, through which the displaced air can escape from the interior of the stowage compartment upon closing of the cover. Such a recess can be provided, for example, at multiple points along the seal element48. The recesses can be dimensioned here in such a way that the air volume to be displaced can escape reliably and the penetration of water or dirt through these recesses can be nearly completely avoided. FIG.5shows the operating element30in a simplified and schematic sectional illustration. The operating element30is formed like a lever and has the actuating section32and the catch section34. The actuating section34extends forward in relation to the cover14. The catch section34extends downward in relation to the cover14. A catch element56is provided on the catch section34, which is engaged in the locking position shown here with a corresponding catch projection58formed on the container12. The operating element30is movable around an axis of rotation DA, so that it can be moved from the locking position into an unlocking position. The unlocking position is shown by dashed lines. The operating element30is pre-tensioned in its locking position by means of a spring arrangement60. That is to say, after unlocking an opening of the cover14, the operating element30is moved in relation to the cover14back into the position shown inFIG.5. If the cover14is closed, the catch element56slides downward on the outside along the catch projection58. At the same time, the operating element30is pivoted against the spring pre-tension force of the spring arrangement60around the axis of rotation DA. As soon as the catch element56has slid past the catch projection58downward, the catch element56engages along the lower side of the catch projection58due to the spring force. The movement of the operating element30around the axis of rotation DA is restricted by two cover-side stops62,64, against which the operating element can rest in the locking position or the unlocking position. For the sake of completeness, the seal element48is also shown inFIG.5. The cover14can be unlocked and opened with one hand by means of the operating element30, in particular pivoted upward into an open position. During the automatic closing of the cover14, automatic locking of the cover14on the container12additionally takes place, so that the stowage compartment10is covered reliably and sealed at all times when the hood element44is closed. | 11,139 |
11858464 | The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. With reference toFIG.1, a vehicle10such as a commercial vehicle is illustrated. The vehicle10includes a vehicle body12and a pair of rear doors (not shown). The vehicle body12includes a cargo area14at a rear end thereof (i.e., behind an occupancy compartment). The cargo area14includes a cargo management system16that facilitates the securement and transport of cargo in the cargo area14. The rear doors are rotatably coupled to the vehicle body12between a closed position in which the cargo area14is enclosed and an open position in which the vehicle body12defines an opening to the cargo area14. In some forms, the vehicle may be a crossover vehicle, for example, including a single rear door that is rotatably coupled to the vehicle body between open and closed positions. The cargo area14is defined by a first panel structure20, an opposed second panel structure22, a floor (not shown), and a vehicle roof26. The first panel structure20is located at a first side of the cargo area14(i.e., the first panel structure20defines an outer boundary of the cargo area14at the first side) and extends from the floor to the vehicle roof26. The first panel structure20includes an inner panel28and an outer panel30that define a space32therebetween. Similarly, the second panel structure22is located at a second side of the cargo area14(i.e., the second panel structure22defines an outer boundary of the cargo area14at the second side) and extends from the floor to the vehicle roof26. The second panel structure22includes an inner panel34and an outer panel36that define a space38therebetween. With additional reference toFIGS.2and3, the cargo management system16includes a plurality retention features (i.e., first retention features40, second retention features42, third retention features44, and fourth retention features47). The first retention features40are formed in the inner panel28of the first panel structure20and are longitudinally aligned with each other along the inner panel28. Each first retention feature40includes an opening or slot46, a horizontal platform48, and a lip50. The opening46may be rectangular-shape, for example, and is formed in and extends through the inner panel28of the first panel structure20. In other forms, the opening46may be other shapes suitable to receive a plank or beam51such as an oval shape, for example. Adjacent openings46of the first retention features40are spaced apart from each other via the inner panel28that includes an aperture52formed therein. The aperture52receives tie down devices (e.g., bungee cords) that further facilitate the securement of cargo in the cargo area14. The platform48extends laterally outwardly from a surface defining the opening46into the space32formed between the inner panel28and the outer panel30(i.e., a proximal end of the platform48extends from the surface of the opening46away from the cargo area14). The platform48includes a planar surface. In some forms, the platform48is offset to one side of the opening46such that a gap between one side of the opening46and the platform48is greater than a gap between the other side of the opening46and the platform48. The lip50extends upwardly from a distal end of the platform48and is located in the space32formed between the inner panel28and the outer panel30. The platform48and the lip50cooperate to form an L-shape and are combined into a unitized part. A flange (not shown) extends laterally outwardly from and substantially around a surface defining a respective opening46to improve the stiffness of the inner panel structure28surrounding the openings46. With reference toFIG.3, the second retention features42are formed in the inner panel34of the second panel structure22and are longitudinally aligned with each other along the inner panel34. The second retention features42are aligned with respective first retention features40. Each second retention feature42includes an opening or slot56, a horizontal platform58, and a lip60. The opening56may be rectangular-shape, for example, and is formed in and extends through the inner panel34of the second panel structure22. In other forms, the opening56may be other shapes suitable to receive the plank51such as an oval shape, for example. Adjacent openings56of the second retention features42are spaced apart from each other via the inner panel34that includes an aperture62formed therein. The platform58extends laterally outwardly from a surface of the opening56into the space38formed between the inner panel34and the outer panel36(i.e., a proximal end of the platform58extends from the surface defining the opening56away from the cargo area14). The platform58includes a planar surface. The lip60extends upwardly from a distal end of the platform58and is located in the space38formed between the inner panel34and the outer panel36. The platform58and the lip60cooperate to form an L-shape and are combined into a unitized part. A flange61extends laterally outwardly from and substantially around a surface defining a respective opening56to improve the stiffness of the inner panel34surrounding the openings56. Each of the first and second retention features40,42are manufactured by first cutting a U-shape in the inner panel28,34and subsequently bending the excess material left over from cutting the U-shape in the inner panel28,34to form the platform48,58and the lip50,60. An optional reinforcement member63is disposed in the space38of the second panel structure22and includes a body65aand a plurality of fingers65b. The body65aextends between and is secured to the inner panel34and the outer panel36and is spaced apart from the platforms58. The body65aalso extends majority of the length of the panel structure22. The fingers65bextend from a lateral side of the body65aand are secured to (e.g., welded to) the inner panel34between the openings46. Each finger65bincludes an aperture67that is aligned with the aperture62. In this way, the stiffness of the inner panel34is improved when tie down devices (e.g., bungee cords) extend through the apertures62,67to further facilitate the securement of cargo in the cargo area14, for example. With reference toFIGS.1,4a, and4b, the third retention features44are formed in an upper portion of the inner panel28of the first panel structure20at or near the vehicle roof26. The third retention features44are longitudinally aligned with each other along the inner panel28. Each third retention feature44is adapted to support a first end of a cross rod71and includes a circular opening70for receiving the first end of the cross rod71. A circular flange76extends laterally outwardly from and substantially around a surface defining a respective opening70to improve the stiffness of the inner panel28surrounding the opening70. The flange76is located in the space32between the inner panel28and the outer panel30. In some examples, as shown inFIG.5, the opening70includes an upper portion72having a first diameter and a lower portion74having a second diameter. The upper portion72is located closer toward the vehicle roof26and the lower portion74is located closer toward the floor. The first diameter is greater than the second diameter and greater than a diameter of the cross rod71. The first end of the cross rod71first extends through the upper portion72and then is forced downward into the lower portion74, thereby securing the first end of the cross rod71to the lower portion74of the third retention feature44a(e.g., forming an interference fit between the first end of the cross rod71and the lower portion74). In this way, movement of the cross rod71in the longitudinal direction is inhibited. In other forms, the lower portion74includes other suitable shapes such as a V-shape with a cross-sectional area less than the upper portion. The first end of the cross rod71, in some forms, includes a cut-out (not shown) that receives the flange76and a portion of the inner panel28. In this way, movement of the cross rod70in the lateral direction is inhibited. The fourth retention features47are formed in an upper portion of the inner panel34of the second panel structure22at or near the vehicle roof26. Each fourth retention feature47is aligned with a respective third retention feature44and is adapted to support an opposed second end of the cross rod71. The structure and function of the fourth retention features47may be similar or identical to the third retention features44,44adescribed above, and therefore, will not be described again in detail. When the cross rod71is secured to aligned third and fourth retention features, cargo such as flowers or dry cleaning, for example, may be hung or otherwise supported on the cross rod71for delivery to a customer. With continued reference toFIGS.6a-6d, a process of assembly and disassembly of the planks51to the first and second retention features40,42of the cargo management system16may be described in detail. It should be understood that each plank51is assembled to a set of aligned first and second retention features40,42. First, as shown inFIG.6a, an assembler (not shown) inserts a first end of the plank51into the opening56of the second retention feature42at an angle such that it extends laterally outwardly past the platform58and the lip60of the second retention feature42and into the space38formed between the inner panel34and the outer panel36. Next, as shown inFIG.6b, the assembler lifts upwardly on an opposing second end of the plank51such that the second end is aligned with the opening46of the first retention feature40and the first end of the plank51rests on the lip60of the second retention feature42. Next, as shown inFIG.6c, the assembler moves the plank51laterally toward the first retention feature40until the second end of the plank51is inserted through the opening46of the first retention feature40and between the lips50,60of the first and second retention features40,42, respectively (i.e., the plank51is not resting on either of the lips50,60). The plank51is inhibited from moving in a longitudinal direction of the vehicle10in response to the plank being inserted through the openings46,56of the first and second retention features40,42, respectively Then, as shown inFIG.6d, the assembler lets go of the plank51such that gravity forces the plank51downwardly onto the platforms48,58of the first and second retention features40,42, respectively. The plank51is inhibited from moving in a lateral direction of the vehicle10in response to the plank51being located on the platforms48,58and between the lips50,60. It should be understood that disassembly of the plank51from the first and second retention features40,42is carried out by following the steps above in the reverse order. Although the process was described with respect to the plank51being first inserted into the opening56of the second retention feature42, in some forms, the plank51may be first inserted into the opening46of the first retention feature40while remaining within the scope of the present disclosure. With reference toFIG.7, another retention feature142is illustrated. The retention feature142may be incorporated into the cargo management system16described above instead of, or in addition to, retention features40,42. The structure and function of the retention feature142may be similar or identical to retention features40,42, apart from any exception noted below. The retention feature142includes an opening or slot144, a horizontal platform146, and a lip148. The platform146extends laterally outwardly from a surface defining the opening144and includes an elongated slot150formed therein. The slot150is configured to receive an attachment member (e.g., a hook) coupled to a plank. In this way, the plank is further inhibited from moving in the lateral direction and the longitudinal direction of the vehicle. With reference toFIG.8, another retention feature242is illustrated. The retention feature242may be incorporated into the cargo management system16described above instead of, or in addition to, retention features40,42,142. The structure and function of the retention feature242may be similar or identical to retention features40,42,142apart from any exception noted below. The retention feature242includes an opening or slot244, a plurality of horizontal platforms246, and a plurality of lips248. The platforms246extend laterally outwardly from a surface defining the opening244and are spaced apart from each other. Each lip248extends upwardly from a distal end of a respective platform246. The space between two adjacent platforms246is configured to receive an attachment member (e.g., a hook) coupled to a plank. In this way, the plank is further inhibited from moving in the lateral direction and the longitudinal direction of the vehicle. The cargo management system16of the present disclosure allows for sub-compartments to be constructed in the cargo area14. In some forms, a panel (not shown) is secured to two or more planks51to further construct sub-compartments in the cargo area14. The cargo management system16of the present disclosure provides for proper support of the planks51and/or the panel and cargo disposed thereon. The cargo management system16of the present disclosure also allows for the construction of the sub-compartments in the cargo area14without mechanically fastening the planks51and/or other materials such as 2×4s to the vehicle body12permanently or semi-permanently. In this way, planks51and other materials secured to the cargo management system16are conveniently assembled and disassembled to support various applications such as flower delivery, dry-cleaning delivery, or animal transport, for example. Unless otherwise expressly indicated herein, all numerical values indicating mechanical/thermal properties, compositional percentages, dimensions and/or tolerances, or other characteristics are to be understood as modified by the word “about” or “approximately” in describing the scope of the present disclosure. This modification is desired for various reasons including industrial practice, material, manufacturing, and assembly tolerances, and testing capability. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A OR B OR C), using a non-exclusive logical OR, and should not be construed to mean “at least one of A, at least one of B, and at least one of C.” The description of the disclosure is merely exemplary in nature and, thus, variations that do not depart from the substance of the disclosure are intended to be within the scope of the disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the disclosure. | 15,070 |
11858465 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Additional features and advantages of the present disclosure will be set forth in the detailed description that follows and will be apparent to those skilled in the art from the description, or recognized by practicing the invention as described in the following description, together with the claims and appended drawings. As used herein, the term “and/or,” when used in a list of two or more items, means that any one of the listed items can be employed by itself, or any combination of two or more of the listed items can be employed. For example, if a composition is described as containing components A, B, and/or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. In this document, relational terms, such as first and second, top and bottom, and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. For purposes of this disclosure, the term “coupled” (in all of its forms: couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and/or any additional intermediate members. Such joining may include members being integrally formed as a single unitary body with one another (i.e., integrally coupled) or may refer to joining of two components. Such joining may be permanent in nature, or may be removable or releasable in nature, unless otherwise stated. The terms “substantial,” “substantially,” and variations thereof as used herein are intended to note that a described feature is equal or approximately equal to a value or description. For example, a “substantially planar” surface is intended to denote a surface that is planar or approximately planar. Moreover, “substantially” is intended to denote that two values are equal or approximately equal. In some embodiments, “substantially” may denote values within about 10% of each other, such as within about 5% of each other, or within about 2% of each other. As used herein the terms “the,” “a,” or “an,” mean “at least one,” and should not be limited to “only one” unless explicitly indicated to the contrary. Thus, for example, reference to “a component” includes embodiments having two or more such components unless the context clearly indicates otherwise. Referring now toFIGS.1-5, a console assembly20for a vehicle10includes a compartment side wall28. The compartment side wall28extends from a compartment floor26to an upper rim30of the compartment side wall28. The console assembly20includes a receptacle side wall42that extends upward from a receptacle floor40of the console assembly20to define a receptacle44. The console assembly20further includes a panel68that has a first side70and a second side72that is opposite the first side70. The panel68is pivotable between a first position and a second position. In the first position of the panel68, the panel68, the compartment side wall28, and the compartment floor26define a compartment34of the console assembly20, and the first side70of the panel68faces the compartment34. In the second position, the panel68covers the receptacle44of the console assembly20and a surface78of the first side70of the panel68is substantially planar with a surface50of the compartment floor26. Referring now toFIG.1, a vehicle10includes a vehicle interior12. A dashboard14is positioned vehicle-upward of a floor16of the vehicle10at a vehicle-forward end18of the vehicle interior12. The console assembly20is positioned within the vehicle interior12. In various embodiments, the console assembly20may be positioned proximate to the vehicle-forward end18of the vehicle interior12. For example, as illustrated inFIG.1, the console assembly20is coupled to the dashboard14of the vehicle10at a front end22of the console assembly20. The console assembly20extends vehicle-rearward from the front end22to a rear end24of the console assembly20that is further than the front end22from the dashboard14of the vehicle10. Referring now toFIGS.2-5, the console assembly20may include the compartment floor26. The compartment floor26may be positioned proximate to the rear end24of the console assembly20. As illustrated inFIG.3, a compartment side wall28may extend from the compartment floor26to the upper rim30of the compartment side wall28. As described further herein, the upper rim30of the compartment side wall28may generally define an upper opening32to the compartment34of the console assembly20, in some implementations. In some embodiments, the compartment side wall28may include one or more corners36. For example, in the embodiment illustrated inFIG.3, the compartment side wall28includes two corners36that are proximate to the rear end24of the console assembly20. In the illustrated embodiment, the compartment side wall28extends laterally between the two corners36, and the compartment side wall28extends forward from both corners36toward the front end22of the console assembly20. Referring now toFIGS.2and3, in various embodiments, the console assembly20may include a door38. The door38may be operably coupled to the compartment side wall28and movable between a closed position, as illustrated inFIG.2, and an open position, as illustrated inFIG.3. In various embodiments, the door38may be operable to pivot between the open and closed positions. For example, in the embodiment illustrated inFIGS.2and3, the door38is operably coupled to the portion of the compartment side wall28that extends between the two corners36of the compartment side wall28, such that the door38is pivotable from the closed position, illustrated inFIG.2, to the open position, illustrated inFIG.3. As described further herein, access may be provided to the upper opening32of the compartment34in the open position of the door38, and the door38may cover the upper opening32of the compartment34in the closed position, as illustrated inFIG.2. In other words, the compartment34may be accessible via the upper opening32when the door38is in the open position, and the door38may cover the upper opening32of the compartment34while in the closed position, such that access to the compartment34via the upper opening32is unavailable. Referring still toFIGS.2and3, in various embodiments, the console assembly20may include the receptacle floor40. The receptacle floor40may be in a spaced relationship with the compartment floor26of the console assembly20. In the embodiment illustrated inFIG.2, the receptacle floor40is nearer than the compartment floor26to the front end22of the console assembly20. Further, the receptacle floor40is vehicle-downward of the compartment floor26. The console assembly20may further include the receptacle side wall42, which may extend upward from the receptacle floor40to define the receptacle44. Referring still toFIGS.2and3, in some embodiments, the console assembly20may include a first shelf46. The first shelf46may be positioned between the receptacle floor40and the compartment floor26. For example, as illustrated inFIG.2, the first shelf46is positioned nearer than the compartment floor26to the front end22of the console assembly20and nearer than the receptacle floor40to the rear end24of the console assembly20. As further illustrated inFIG.2, in various embodiments, the receptacle floor40may be positioned vehicle-downward of the first shelf46, and the compartment floor26may be positioned vehicle-upward of the first shelf46. In some embodiments, a surface48of the first shelf46may be parallel to the surface50of the compartment floor26and a surface52of the receptacle floor40. As illustrated inFIG.3, in some embodiments, a portion of the receptacle side wall42may extend upward from the receptacle floor40to the first shelf46positioned between the compartment floor26and the receptacle floor40. Referring still toFIGS.2and3, in various embodiments, the console assembly20may include a second shelf54. The second shelf54may be in a spaced relationship with the first shelf46, such that the receptacle floor40is positioned between the first and second shelves46,54. As illustrated inFIG.3, the first shelf46is nearer than the receptacle floor40to the rear end24of the console assembly20, and the second shelf54is nearer than the receptacle floor40to the front end22of the console assembly20. In various embodiments, the second shelf54may be vehicle-upward of the receptacle floor40. In some embodiments, a portion of the receptacle side wall42may extend vehicle-upward from the receptacle floor40to the second shelf54, as illustrated inFIG.3. In some implementations, a surface56of the second shelf54may be substantially planar with the surface48of the first shelf46. Referring still toFIGS.2and3, in some embodiments, the console assembly20may include a platform58. The platform58may be in a spaced relationship with the compartment floor26, such that the first and second shelves46,54and the receptacle floor40are positioned between the platform58and the compartment floor26, as illustrated inFIG.3. In some embodiments, a surface60of the platform58may be substantially planar with the surface50of the compartment floor26. In some embodiments, the platform58may define the cup holder opening62. For example, as illustrated inFIGS.2and3, the platform58defines first and second cup holder openings62. The cup holder openings62may be configured to receive beverage containers for storage therein. In some embodiments, the cup holder openings62may be configured to receive cup holder components that are configured to receive beverage containers for storage therein. Referring now toFIGS.2and4, in some embodiments, the console assembly20may include a tray64. The tray64may be operable to move between a stowed position and a deployed position. In some embodiments, the tray64may be positioned beneath the compartment floor26in the stowed position. In other words, the tray64may be positioned directly vehicle-downward of the compartment floor26while in the stowed position, as illustrated inFIG.2. In some embodiments, the tray64may be positioned within the receptacle44of the console assembly20in the deployed position of the tray64, as illustrated inFIG.4. In the illustrated embodiment, the tray64is configured to slide between the stowed and deployed positions. A variety of modes of movement are contemplated (e.g., rolling, translation, unfurling, pivoting, etc.). As illustrated inFIG.4, the tray64defines a storage cavity66for receiving items for storage therein. It is contemplated that the tray64may include a variety of storage mechanisms, in some embodiments. For example, the tray64may include beverage container retention features (not shown) that are configured to retain beverage containers in the deployed position of the tray64. Referring now toFIGS.2and5, in various embodiments, the console assembly20includes the panel68. The panel68may include a first side70and a second side72opposite the first side70. The panel68may be operable to pivot between a first position, as illustrated inFIG.2, and a second position, as illustrated inFIG.5. The panel68may be pivotably coupled to one or more of a variety of components of the console assembly20, in various embodiments. For example, in some embodiments, the panel68may be pivotably coupled to the first shelf46. In the embodiment illustrated inFIGS.2and5, the panel68is pivotably coupled to a body74of the console assembly20that forms the compartment side wall28and portions of the receptacle side wall42. As illustrated inFIGS.2and5, the panel68is operable to pivot between the first and second positions about a pivot axis76. In various embodiments, the pivot axis76may extend vehicle-laterally. In other words, the pivot axis76may extend in a direction that is perpendicular to the vehicle-forward direction and perpendicular to the vehicle-upward direction. As illustrated inFIG.2, the pivot axis76may be positioned above the first shelf46of the console assembly20and vehicle-downward of the compartment floor26. In other words, the pivot axis76may be positioned directly vehicle-upward of the first shelf46and may be positioned vehicle-downward of the compartment floor26. Referring still toFIGS.2and5, in some embodiments, the panel68, the compartment side wall28, and the compartment floor26may define the compartment34of the console assembly20in the first position of the panel68. For example, as illustrated inFIG.2, the panel68is in the first position, such that the first side70of the panel68faces the compartment34and defines the compartment34along with the compartment side wall28and the compartment floor26. In the first position, the panel68defines the upper opening32along with the upper rim30of the compartment side wall28, as illustrated inFIG.3. Referring now toFIG.5, in some embodiments, a surface78of the first side70of the panel68may be substantially planar with a surface50of the compartment floor26. Further, as shown in the illustrated embodiment, the surface78of the first side70of the panel68may be substantially planar with the surface60of the platform58in the second position of the panel68. In various embodiments, the panel68may cover the receptacle44of the console assembly20while the panel68is in the second position. In the embodiment illustrated inFIG.5, the panel68is pivoted vehicle-forward from the first position to the second position, such that the panel68covers the receptacle44, the second side72of the panel68faces the receptacle44and a portion of the second side72is in contact with the surface56of the second shelf54, and the surface78of the first side70of the panel68is substantially planar to the surface50of the compartment floor26and the surface56of the second shelf54. Referring now toFIGS.2-5, in some embodiments, an upper periphery of the receptacle44may be defined by a plane of the surfaces48,56of the first and second shelves46,54. Further, the receptacle44may be bounded by the portions of the receptacle side wall42extending from the receptacle floor40to the first shelf46and the second shelf54. In some embodiments, the door38may be operable to pivot a first direction from the closed position to the open position, and the panel68may be operable to pivot a second direction from the first position to the second position, wherein the second direction is opposite the first direction. For example, as illustrated inFIGS.2,3, and5, the direction that the door38pivots from the closed position, as illustrated inFIG.2, to the open position, as illustrated inFIG.3, is opposite of the direction that the panel68pivots from the first position, as illustrated inFIG.2, to the second position, as illustrated inFIG.5. In various embodiments, the panel68may be operable to enter the second position while the tray64is in the deployed position. In operation of an exemplary embodiment of the console assembly20described herein, the console assembly20may initially be configured with the panel68in the first position, such that the compartment34is defined by the compartment floor26, the compartment side wall28, and the first side70of the panel68. In this configuration, the user may access the compartment34through the upper opening32by moving the door38to the open position, as illustrated inFIG.3. Further, the user may access items stored in the tray64by moving the tray64from the stowed position to the deployed position, as illustrated inFIG.4. If the user desires to store an item within the console assembly20that does not fit within the compartment34or the receptacle44, the user may move the panel68from the first position to the second position, as illustrated inFIG.5. In the second position of the panel68, the surface78of the first side70of the panel68is substantially planar with the surface50of the compartment floor26and the surface60of the platform58. In this configuration, the user may place the item on top of the platform58, the first side70of the panel68, and/or the compartment floor26to store the item within the console assembly20. The console assembly20of the present disclosure may provide a variety of advantages. First, the first side70of the panel68, in combination with the compartment side wall28and the compartment floor26, provides a storage area for items in the form of the compartment34. Second, the panel68being movable from the first position to the second position may allow the user to access items within the compartment34through a side opening80in the event that an item is resting on top of the door38of the compartment34, such that it would be inconvenient to move the door38from the closed position to the open position to access the compartment34. Third, in the second position of the panel68, the receptacle44is covered, which may conveniently conceal items stored within the receptacle44. Fourth, in the second position, the surface78of the first side70of the panel68being substantially planar to the surface50of the compartment floor26and/or the surface60of the platform58may provide a generally uniform resting place for items to be stored within the console assembly20, and may contribute to a streamlined aesthetic. Fifth, in the second position of the panel68and the open position of the door38, an item, such as a duffle bag, that is too tall to fit under the door38in the closed position and too long to fit within the compartment34in the first position of the panel68may still generally be secured in place by the side wall28. It is to be understood that variations and modifications can be made on the aforementioned structure without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise. | 18,091 |
11858466 | DETAILED DESCRIPTION OF EXAMPLE NON-LIMITING EXAMPLES The present technology is directed to a trunk shelf system for SUVs and CUVs. The system includes a repositionable shelf that can be selectively and repeatedly moved between deployed position (see, e.g.,FIG.1) in which the shelf1is substantially horizontal and/or parallel to the trunk's floor, and a stowed position substantially parallel with the seatback when not in use (see, e.g.,FIG.3). One example of the system includes a shelf1, which may be made of a durable hard plastic that is optionally reinforced. A shelf liner2, e.g., made of rubber, may be placed to cover at least a portion or the entirety of the shelf1. The shelf is connected to a rear support structure11, and at least one link3may be provided to connect the shelf1with a support bar of the support structure. , Adjustable Shelf The shelf1may be adjustable to allow the user to select the angle of the shelf when in the deployed position. The angle may be selected to be parallel to the vehicle's floor, but it also may be selected to be inclined towards or away from the rear seat (or up or down compared to the horizontal position), depending on user preference. Slot and Pin A slot and pin mechanism4may be provided to effect displacement of the system, e.g., to change the angle of the shelf1once set in the deployed position. The support structure is connected to the repositionable shelf1by way of at least one pin and slot mechanism. At least one slot4is located in the bottom of the support structure11and is associated with at least one pin P located on the rear of the shelf1. The slot4and pin P allows the shelf1to ride vertically along the length of the support structure11. This provides for a resulting linear displacement motion. One or more links3connect the top of the support structure11with the middle of the repositionable shelf1. Each end of the link3is pinned to allow rotation of the linkage relative to the support structure, and rotation of the link to the shelf This provides for a resulting rotation motion. When extended, the shelf1rotates to the deployed position and raises vertically fromFIG.1to the position shown inFIGS.3and8. When stowed, the shelf1rotates to a stowed position as shown inFIG.3. To stow, the user pushes and/or raises the shelf towards the seatback to collapse the shelf. The angle of the shelf1relative to the support structure is adjustable via an adjuster13such as a knob or wheel. When first installing the system, the user turns the adjustor13when the trunk shelf1is extended in order to adjust the shelf so that it is parallel to the vehicle floor. Said another way, the adjuster allows the user to find the precise angle at which the shelf should be positioned and held via the link3to allow the shelf to be in a horizontal position. The adjuster13may be a bolt with a knurled end for gripping by the user and another end that may be received within a threaded hole provided on a flange13.1, as shown inFIG.4. At least one level indicator5, e.g., a vial type “bubble” level mostly filled with liquid and including a bubble, may be provided to indicate whether the shelf is level. For example, level indicator5may be provided on each lateral side of the shelf1with a top-read center vial level bubble. The indicator5assists the user in finding the correct angle, which may be horizontal but it also may be slightly inclined towards the seatback to keep any items on the shelf in place, especially during operation of the vehicle. Once determined, the user sets that angle via the adjuster m13. Thus, after the shelf1is stowed, the user can open the shelf to the desired position without having to re-establish the already selected angle. In this way, the system allows users to “set and forget” the desired angle for their specific seatbacks. Height and/or Rotary Adjustment As shown inFIG.10, the shelf1includes a rear rail40that is supported at each end with a bearing42. Bearing42may include a rotary bearing43or any type that supports the rear rail40to allow the shelf1to pivot, slide or otherwise articulate and/or move between the deployed and stowed positions. For example, rotary bearing43may have an inner race to which the rail40is fixed, and an outer race with a plurality of ball bearings between the inner and outer races. Bearing42may further include a slide bearing44(e.g., available from Igus) that slides along a sliding rod11.2attached to the rear support structure11, e.g., along lateral arms11.3of the rear support structure. Slide bearing may be fixed in relation to rotary bearing, to in effect create a dual bearing. In an alternative, bearing44may also slide along the lateral arms11.3, thus possibly eliminating the need for separate rods11.2. By sliding the slide bearing44up and down, the vertical height of the shelf1may be adjusted. The slide bearing44may be moved between upper and lower ends of the sliding rod11.2. As shown inFIG.10(deployed position), the slide bearing44is set in an intermediate position between the ends of the sliding rod11.2. By contrast,FIG.11(the stowed position) shows the slide bearing44being positioned close to the lower end of the sliding rod11.2, thus allowing for the shelf1to be placed in a lower or the lowest position. To set the height of the shelf inFIGS.10-12, the shelf1is lowered to the desired height position via the slide bearing44at which point a set screw or pin45inserted into a hole47on the slide bearing44. The hole47may also be in a nut that is positioned just above the slide bearing44. In the case of a set pin, the sliding rod11.2or the lateral arms11.3may include a series of holes to receive the pin. In the case of a set screw, the tip of the screw may fixedly engage with the sliding rod11.2or the lateral arms11.3(without the need to provide holes in the rods/arms). Once the position of the sliding bearing44is set into place, there is no reason to change its position unless the user desires the shelf height to be changed. Moreover, with the slide bearing44set in place, the rear rail40is still able to rotate between the deployed and stowed positions, due to the rotary bearing43permitting this movement. In one example, the angle of the shelf1can be relatively static such that the shelf1simply drops to the deployed position via gravity, with the rear of the shelf abutting against the seat back and/or the support structure11. In another example, the rotary bearing43may be configured to allow the angle of the shelf1to be changed independent of the height of the shelf dictated by the position of the slide bearing44. In order to set the rotary position of the shelf1, the rear rail40is rotated to the desired angular position, and that rotary position may be set using a setting device, such as a set pin or screw. In another example, the back rail of the shelf might include one or more bumpers55(FIG.12) that may engage the support structure11(e.g., lower rail or portion thereof) and/or the seat back. The bumper55may be adjustable (e.g., rotatable on a thread or slidable on a rod) in order that the angle of the shelf1is adjustable. In yet another example, a simple screw adjustment extends from the back of the shelf and presses against the tubing (e.g., of the support structure11) of the back wall on the back of the chair or seat back. In an example, the bumper55may be adjustable from the front of the shelf1(in addition to or as a substitute for the rear adjustment), by including an adjustment knob or handle that protrudes from the front of the shelf and thus is more easily accessible while the shelf is in the deployed position. Such knob or handle may be associated or connected with a threaded bolt or telescoping member that extends from the knob at the front of the shelf to the bumper55at the back. The bumper may include a spring loaded head that allows some flexibility to deal with bumps, like a shock absorber. The bumper may be made of an absorbing material and/or a separate spring (e.g., coil spring) may be provided. Cargo Netting The system may include detachable sturdy cargo netting20that extends over top of the shelf, as shown inFIG.7. The netting20can be attached to the shelf1to prevent cargo from falling off the shelf1. The stretchable cargo net attaches via a one or more hooks to the restraining bar6that runs along the perimeter. The cargo net20also attaches to the top bar11.1of the support structure11that attaches to the seatback. Netting20may be stretchable from the position shown inFIG.7to a position in which the shelf1is extended, as shown inFIG.2B. Netting may also function to help support the shelf1in case of heavy cargo. Restraining Bar One or more sturdy (rigid or semi-rigid) restraining bars6may extend along at least a perimeter of the shelf1. The restraining bar6, or a portion thereof, may be height adjustable (e.g., sliding, telescoping, or articulated joint) to provide further lateral support of taller and/or unstable items that may be stored on the shelf1. See, e.g.,FIG.1, where the double arrows are intended to indicate that the bar6can be selectively raised and lowered. The restraining bar6may be made of metal, aluminum, plastic or any other lightweight study material extends at least partly around the perimeter of the shelf1. The restraining bar6prevents cargo from falling off the shelf. In an example, the restraining bar6extends upward via telescoping rods when there is the need to contain larger items such as grocery bags. The bar6then locks into place at the extended height, e.g., similar to the handle on a rolling suitcase. A push-button may be provided to allow the restraining bar6to be moved to the lower position. As shown inFIG.10, the shelf includes a lower restraining bar6that may be fixed, and another restraining bar6.2that may be movable (e.g., telescoping, etc.) between lowered and raised positions. As shown inFIGS.11-12, when the shelf1is in the stowed position, the restraining bar6.2is positioned to be above or offset from the top bar11.1of the support structure, thus avoiding interference and allowing the magnets30and32to engage. Dividers The system may include one or more horizontal dividers7that can detach (FIG.5) or fold down when not in use (FIG.6). As shown inFIG.1, the shelf1and/or the rear and/or front parts of the restraining bar6may include one or more divider supports6.1(FIG.5) that may include a slot to retain the dividers in the vertical position. InFIG.6, the dividers7can be laid flat on the shelf1so the shelf1, together with the dividers7, can be moved to the stowed position. The shelf and the dividers may be formed in one piece (e.g., using a “living” hinge in the case ofFIG.6) or be integrally formed. The position of the dividers7can be fixed or repositionable. For example, the divider supports6.1can be structured to slide along restraining bar6. As seen inFIGS.13and14, the dividers75may alternatively be in the form of a belt that stretches from the seat back to the front of the shelf1. The belt dividers75may be like seat belts, extending from a retracted position to the front part of the restraining bar, attached with a clip77(like those used for seat belts). Some additional dividing material, such as nets80, can be suspended from the belt dividers75. Dividers75may be extendable if the shelf is pulled out to an extended position. Another modification is that the dividers75may be attached to the top bar11.1inFIG.14(like the netting20inFIG.7), instead of the rear40of the shelf1. Attached in this manner, the belt can help to support the weight of the shelf in addition to providing a support function. Moreover, the belt can be extended or stretched so that it perform dividing and/or support functions even if the shelf1moves between the retracted and the extended positions (see, e.g.,FIGS.2A-2B). The belt is but one example of a stretchable and/or extendible support member which may optionally have a dividing function, e.g., the support member can be a rope, bungee, wire, etc. If the support member is also to perform a dividing function whilst attached to the top bar11.1, the netting that hangs from the support members can have a triangular shape instead of the rectangular shape shown inFIGS.13-14. Securing System A securing system attaches the shelf1to the vehicle's seat. For example, a belt system may include one or more belts, straps or cords8to secure the support structure11to the rear of the vehicle's seat, e.g., by a pair of headrest belts8that loop around the vehicle's headrests. One belt8is located towards the left side, and the other belt8is located towards the right side. The belts8for both sets are anchored on a top bar11.1of the system. The straps8loop around the metal support structure of the rearmost seating row headrests8, and are connected via a buckle16.1,16.2as shown inFIG.3. The straps8are adjusted in length according to the size of the headrests on which they are fastened. The straps may be fixed in place relative to the support structure11, or they may be adjustable to compensate for varying distance between the headrests. Adjustability may be provided in a number of different ways, e.g., belts8may include one or more magnetic connectors that are attached to different lateral positions along the top bar11.1. In addition or in the alternative, the top bar11.1may include a number of slots along its length in order to allow the user to select the appropriate slot that aligns with the headrests. Another alternative is shown inFIG.10, showing that belts8can simply be attached to the top bar11.1via collars or cuffs30that slide along the top bar11.1and may be fixed in place via one or more magnets, friction or a pin that is received within a hole or slot along the collar30and/or top bar11.1. The belt system may also include a central belt9that may be wrapped around the vehicle seat and connected, e.g., via a buckle16.3having a male part and a female part that are snapped together. Belt9is anchored at the top of the support structure11, e.g. at top bar11.1. The belt9loops vertically around the rearmost seating row, and secures the device flush against the backside of the seat9. Strap9may be adjusted in length according to the size of the seatback on which it is fastened. Belt9is positioned between the headrest straps8. The system may also include additional features to maintain the support structure in abutment with the rear of the vehicle seat, such as hook and loop fasteners (to attach to seat backs that may be carpeted). In additional, certain vehicles have additional structures to which the support structure may be secured, e.g., small bar built in to the back of the seat. The belts8,9may be made of a lightweight and/or sturdy material, such as nylon. Polyester, acrylic and/or treated cotton. As shown inFIG.8, the securing system may include a further belt17.1connected to the support structure11and another belt17.2connected to the shelf1, e.g., on the retainer bar6or elsewhere. The belts17.1,17.2are associated with buckle parts17.3and17.4. As shown inFIG.8, when the shelf1is in the stowed position, a male buckle part17.3is connected to female buckle part17.4. When it is desired to move the shelf1to the deployed position, the buckle parts17.3and17.4are detached as shown inFIG.1. The belts8,917.1,17.2may be length adjustable, e.g., using hook and loop mechanisms or using ladder locks. Alternatively, or in addition, the shelf1can be locked or secured into the stowed position via one or more magnets, a locking hinge or link, or a latch system. For example, as shown inFIG.10, the shelf1may include one or more shelf magnets32that are intended to match the position of the collars30. Thus, when the shelf1is raised to the stowed position, as shown inFIG.11, the magnets32are attracted to the collars30(which may also be or include magnets). The magnets32may be configured to slide along the restraining bar6, so as to allow the user to match the position of the collars30. Track System The system may include a t system to allow users to move the shelf from a retracted position to an extended position closer to the opening of the trunk. As shown inFIG.2, the shelf1may have a forward component50and a rearward component52, where the forward component50may be pulled forward toward the trunk opening while the rearward component remains in place. The forward component50may be telescopically attached to the rearward component such that the retaining bar6is continuous whether the shelf1is in the extended or retracted position. The shelf1may have a bottom portion with parts that are movable relative to one another to allow the support surface of the shelf to be expanded. For example, as shown inFIGS.2A and2B, the bottom portion may have a slidable bottom portion54associated with the first component. When the slidable portion is moved to the extended position, the slidable portion54creates additional horizontal storage space for the shelf1. The second component is associated with a primary horizontal storage space56. The first component and the second component may include stop members58,60that together stop the first component50once it reaches its maximum extended position. In this example, the slidable bottom portion54is shown as nested within the shelf1, but it could also be positioned above or below the storage space56and be deployed from that position, e.g., in a shingled fashion (from the top or the bottom). Moreover, the forward component50may include additional nested or shingled extensions so that the shelf can be extended even further towards the opening of the trunk, which is especially helpful for extra long SUV's. In another example shown inFIG.8, tracks18are provided on the left and right of the shelf's underside to allow users to pull the repositionable shelf forward to the opening of the trunk. The tracks18are attached at the base of the underside of the shelf1. To disconnect the tracks from the static support structure, the user unlocks the locking pin P of the slot and pin mechanism on either side of the repositionable shelf. This is done by pulling upward on the locking pins on the left and right sides and disengaging the shelf from the slots and pin mechanism. The user also disconnects both links3from the shelf via release of a similar locking pin mechanism located on both links3connecting the repositionable shelf to the static structure11. With both slots and pins mechanisms disengaged and both links disengaged, the repositionable shelf can glide forward along the tracks to the opening of the trunk. Support Legs FIG.8shows the system in the stowed position in which one or more collapsible and/or detachable telescoping legs10are attached to the shelf1. For example, legs10are structured to provide additional support for very heavy items and/or when the shelf1is pulled forward via the track system18. The legs10can be extended or positioned in the position as shown inFIG.2, or the legs10can be folded or pivoted as shown inFIG.8, allowing the user to stow the repositionable shelf flat against the seatback. Legs10may also be attached to the bottom of the first component50(or further extensions thereof) and/or the second component52, as shown inFIGS.2A and2B. Customizing The repositionable shelf can be customized with a “skin,” or design (name, label, sign, symbol, etc.) for the underside of the shelf with user's monogram, college or pro team logo, company name, etc. When stowed, the shelf prominently displays this logo or design15. This same customizable skin or cover can be placed on the top of the shelf, too. When the detachable track system is in place to allow the shelf to move forward to the opening of the trunk, the top of the shelf's design or logo would be prominently displayed. Different features, variations and multiple different examples have been shown and described with various details. What has been described in this application at times in terms of specific examples is done for illustrative purposes only and without the intent to limit or suggest that what has been conceived is only one particular example or specific examples. It is to be understood that this disclosure is not limited to any single specific examples or enumerated variations. Many modifications, variations and other examples will come to mind of those skilled in the art, and which are intended to be and are in fact covered by both this disclosure. While the present technology has been described in connection with what is presently considered to be some practical and preferred examples, it is to be understood that the present technology is not to be limited to the disclosed examples, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the disclosure. | 20,869 |
11858467 | DESCRIPTION OF THE INVENTION The description below deals with an embodiment of the present invention with reference to drawings. The description below refers toFIG.1, which shows arrow F indicating the forward direction of the vehicle body and arrow B indicating the backward direction of the body. The left side relative to arrow F corresponds to the leftward direction of the body, whereas the right side relative to arrow F corresponds to the rightward direction of the body. Overall Configuration of Utility Vehicle FIG.1illustrates the configuration of a utility vehicle according to an embodiment of the present invention. The utility vehicle includes a body1, a hood2, a driver section3for an occupant (driver) to get in, a dump-type carrier box4, a water-cooling engine E, and a transmission section5. The body1includes a body frame6and a travel device7. The travel device7includes left and right front wheels7F drivable and capable of being turned and left and right rear wheels7B drivable and incapable of being turned. The travel device7is switchable between a two-wheel drive mode, in which only the rear wheels7B are driven, and a four-wheel drive mode, in which both the front wheels7F and the rear wheels7B are driven. The hood2is forward of the driver section3, and covers components such as a radiator8configured to cool cooling water for the engine E. The driver section3includes a steering section9(which corresponds to the “driving panel”), a seat10(which corresponds to the “driver's seat”), and a ROPS11for occupant protection. The carrier box4is backward of the driver section3. The engine E and the transmission section5are under the carrier box4. The transmission section5is on a power transmission path along which the engine E transmits its motive power to the travel device7. The transmission section5includes a belt-type continuously variable transmission device12and a transmission device13. The continuously variable transmission device12is configured to continuously vary the motive power from the engine E. The transmission device13is connected to left and right rear axles7Ba, and is configured to transmit motive power thereto. The transmission device13transmits its motive power to the rear wheels7B via the rear axles7Ba. The transmission device13functions as a rear differential device. The body1is provided with a front differential device14configured to transmit motive power from the transmission device13to the front wheels7F. The body1is also provided with a power transmission shaft15extending from the transmission device13to the front differential device14and configured to transmit motive power from the transmission device13to the front differential device14. The front differential device14is connected to left and right front axles7Fa, and is configured to transmit motive power thereto. The front differential device14transmits its motive power to the front wheels7F via the front axles7Fa. Steering Section As illustrated inFIG.2, the steering section9includes a steering wheel24for use to turn the front wheels7F (seeFIG.1) and various operation tools such as a shift lever25for use to shift gears. The steering wheel24is in front of the seat10(seeFIG.1) for a driver (operator). The steering section9also includes a glove box26at a portion on the dashboard side at which portion the steering wheel24is not disposed. USB Terminal The glove box26is a hermetically sealable space embedded in the steering section9, and includes a door26A capable of being opened and closed. Closing the door26A causes it to be flush with the outer surface of the steering section9and hermetically seals the space. Opening the door26A causes it to protrude from the steering section9. The glove box26is off the center line CL of the body1in the width (left-right) direction of the body1, which is orthogonal to the direction in which the utility vehicle travels. Specifically, the glove box26is to the right of the center line CL, that is, on the side of the passenger's seat, while the steering wheel24is to the left of the center line CL, that is, on the side of the driver's seat. As illustrated inFIG.3, the glove box26contains a USB terminal30(which corresponds to the “terminal”). The glove box26, which is a hermetically sealable space, does not easily let in rain water, earth, or sand. Containing the USB terminal30in the glove box26reduces the risk of rain water, earth, sand, dust, and the like reaching the USB terminal30, thereby protecting the USB terminal30against rain water, earth, sand, and the like without use of a cap. The USB terminal30may be at any position inside the glove box26, and is, for example, provided for an inner side wall26B (which corresponds to the “inner wall”) of the glove box26on its left side (that is, on the side of the center line CL). Providing the USB terminal30for the inner side wall26B allows the USB terminal30to be away from a lateral side portion of the body1. This protects the USB terminal30more effectively against rain water, earth, sand, and the like entering the glove box26from a lateral side of the body1. Providing the USB terminal30for an inner side wall of the glove box26on its right side (that is, on the side opposite to the center line CL) may not allow the driver to reach and use the USB terminal30. Placing the USB terminal30near the driver (specifically, connecting the USB terminal30to the inner side wall26B of the glove box26on its left side) allows the driver to easily use the USB terminal30while remaining on the seat10(that is, the driver's seat) as compared to the case of a USB terminal30being at a right-side portion of the glove box26. The USB terminal30should preferably be provided for a portion of the inner side wall26B which portion is near the door26A to reduce the risk of the inner side wall26B hindering the use of the USB terminal30(that is, the USB terminal30being invisible to the driver behind the inner side wall26B and not easily reachable by the driver). The USB terminal30is on a cable31extending from the inner side wall26B of the glove box26. The cable31is long enough for the USB terminal30to be outside the glove box26. This allows a device connected with the USB terminal30to be used not only inside but also outside the glove box26. The cable31may be fixed to the inner side wall26B of the glove box26, or may alternatively be configured to be stored inside the steering section9behind the inner side wall26B when not in use and drawn out from the inner side wall26B for use. This alternative configuration allows the cable31to be disposed inside the glove box26in such a manner as not to hinder storage of an object in the glove box26. As illustrated inFIGS.3and4, the door26A of the glove box26should preferably have a notch32. The notch32allows the cable31to extend therethrough with the door26A closed when a device connected with the USB terminal30is used outside the glove box26. Closing the door26A of the glove box26can prevent rain water, earth, sand, and the like from entering the glove box26while the USB terminal30is in use. The door26A may be provided with an elastic member33made of, for example, rubber along the edge of the notch32. The elastic member33allows the cable31to come into close contact with that portion of the door26A which defines the notch32and to thereby be held by the door26A stably. The elastic member33also prevents a gap from being formed between the cable31and that portion of the door26A which defines the notch32, and can thereby prevent rain water, earth, sand, and the like from entering the glove box26through the notch32. Further, forming a notch32in a portion of the door26A which portion is near the center line CL of the body1can prevent rain water, earth, sand, and the like from entering the glove box26from a lateral side of the body1. Alternative Embodiments (1) The embodiment described above may be altered such that the USB terminal30is disposed directly on an inner portion of the glove box26, that is, without the cable31in-between. The embodiment may be altered, for instance, to include a USB terminal30A on the inner side wall26B of the glove box26as illustrated inFIG.5. This alternative embodiment includes a USB terminal30A on an inner portion of the glove box26, which is a hermetically sealable space that does not easily let in rain water, earth, sand, or the like. This simple configuration can protect the USB terminal30A against rain water, earth, sand, and the like. This alternative embodiment may be configured such that the cable31is detachably attachable to the USB terminal30A on the inner side wall26B. This allows the user to select depending on the situation between directly using the USB terminal30A on the inner side wall26B and drawing the cable31out of the glove box26to use the USB terminal30. This alternative embodiment is specifically configured such that the cable31has a first end provided with the USB terminal30and a second end provided with a connection terminal connectable to the USB terminal30A. The cable31, when used, is connected to the USB terminal30A to allow the USB terminal30on the cable31to be usable. The cable31being attachable and detachable as described above allows either of the USB terminals30and30A to be used conveniently depending on the state of use of a desired device while appropriately protecting the USB terminals30and30A. (2) The embodiments described above may each be altered such that at least either of the USB terminals30and30A is not in the glove box26but in another hermetically sealable space that is in the steering section9and that is capable of being opened and closed. This alternative embodiment does not limit the respective positions of the USB terminals30and30A, and allows the USB terminals30and30A to be positioned for more convenient use. This alternative embodiment may, for instance, have a hermetically sealable space near the seat10(driver's seat). In this case, providing the USB terminals30and30A for an inner side wall of the hermetically sealable space which inner side wall is near the center line CL still more likely allows the driver to easily reach the USB terminals30and30A than in the case of providing the USB terminals30and30A for the inner side wall26B of the glove box26. This configuration reduces the possibility of an inner side wall of a hermetically sealable space hindering the driver's use of the USB terminals30and30A, thereby allowing the driver to use the USB terminals30and30A more easily while remaining on the seat10(driver's seat). (3) The embodiments described above may each further include a terminal other than the USB terminals30and30A such as a cigarette lighter socket in a hermetically sealable space such as the glove box26in addition to or instead of the USB terminals30and30A. INDUSTRIAL APPLICABILITY The present invention is applicable to utility vehicles including a steering section that may be exposed to wind and rain. REFERENCE SIGNS LIST 3Driver section9Steering section (driving panel)10Seat (driver's seat)26Glove box (hermetically sealable space)26A Door26B Inner side wall (inner wall)30USB terminal30A USB terminal31Cable32Notch33Elastic memberCL Center line of the body | 11,240 |
11858468 | DETAILED DESCRIPTION In the following description, the same numerical references refer to similar elements. The embodiments, geometrical configurations, materials mentioned and/or dimensions shown in the figures or described in the present description are embodiments only, given solely for exemplification purposes. Moreover, although the embodiments of the lift-assisted rack for a vehicle and corresponding parts thereof consist of certain geometrical configurations as explained and illustrated herein, not all of these components and geometries are essential and thus should not be taken in their restrictive sense. It is to be understood, as also apparent to a person skilled in the art, that other suitable components and cooperation thereinbetween, as well as other suitable geometrical configurations, may be used for the lift-assisted rack for a vehicle, as will be briefly explained herein and as can be easily inferred herefrom by a person skilled in the art. Moreover, it will be appreciated that positional descriptions such as “above”, “below”, “left”, “right” and the like should, unless otherwise indicated, be taken in the context of the figures and should not be considered limiting. In general terms, and referring generally toFIGS.1to2G, there is provided a lift-assisted rack10pivotable between a transport configuration (seeFIG.2A) and a loading configuration (seeFIG.2G). As can be seen inFIGS.2A to2G, the design of the lift-assisted rack10allows a transition from the transport configuration (shown inFIGS.1and2A, where the lift-assisted rack10is configured in a compacted arrangement and is positioned substantially entirely over a vehicle16), to the loading configuration (shown inFIG.2G, where the lift-assisted rack10is configured in a deployed arrangement, with an article support30of the lift-assisted rack10being extended in a cantilever position and lowered towards the ground). In an embodiment, in the loading configuration, the article support30of the lift-assisted rack10is lowered and extends laterally from the vehicle16onto which the lift assisted rack10is mounted, with the substantially vertical section32thereof being substantially parallel to a corresponding side panel of the vehicle16and the substantially horizontal sections34thereof being substantially perpendicular to the corresponding side panel of the vehicle16. As will be better understood in view of the description below, the design of the lift-assisted rack10minimizes the force required in order to perform at least a first portion of the displacement of the article support30, to move the rack10from the transport configuration to the loading configuration, as will be described in more details below. In accordance with the embodiment shown inFIGS.1to2G, there is shown the lift-assisted rack10for a vehicle. The lift-assisted rack10is designed to be mounted on a roof rack15of a vehicle16. In order to do so, the lift-assisted rack10includes elongated base sections12(operating as fixed base) securable to the roof bars15aof a roof rack15of a corresponding vehicle16. The base sections12have an engagement surface12a. In the course of the present document, the term “engagement surface” is used to refer either directly to an upper surface of the base sections12or to any adjacent surfaces onto which a component can abut to engage the base section12, such as, for example and without being limitative, a surface of a bracket, anchor or the like mounted on the base sections, a surface of an abutment stopper extending from the upper surface of the base sections, etc. In the embodiment shown, two elongated base sections12spaced apart from one another and positioned to be mounted to corresponding roof bars15extending transversally on a roof of a vehicle16are provided. One skilled in the art will understand that, in alternative embodiments (not shown), more or less than the two elongated base sections12could be provided. Moreover, the base sections12(or fixed base) could be embodied using different component(s) or component(s) having a different configuration, to secure the lift-assisted rack10to the roof of the vehicle16directly or indirectly (e.g. without the use of roof bars). In the embodiment shown, the lift-assisted rack10also includes two sets18,19of pivoting links20,21(or bars) spaced apart from one another, an article support30operatively connected to the two sets18,19of pivoting links20,21and lift-assisting struts (or shock absorber)40cooperating with each set of pivoting links20,21to capture and control the load when a loaded rack10(i.e. the rack10with an article secured thereto) is pivoted between the transport configuration (seeFIG.2A) and the loading configuration (seeFIG.2G), and assist in the inverse movement of the rack10(i.e. assist the movement of the rack10during a portion of the movement between the loading configuration (seeFIG.2G) and the transport configuration (seeFIG.2A)), as will be described in more details below. In the embodiment shown, the lift-assisted rack10also includes linear dampers71(or velocity controllers) operating as a final phase movement dampener70, to further control the load and provide a smooth deceleration of the rack in a final phase of the movement between the transport configuration and the loading configuration, as will be described in more details below. Each set18,19of pivoting links20,21is associated to a corresponding elongated base section12and has a proximal end22and a distal end24. The proximal end22is the end positioned proximate to the corresponding elongated base section12, while the distal end24is the opposed end positioned the farthest from the corresponding elongated base section12, when the lift-assisted rack10is configured in the transport configuration, as shown inFIG.1. Each set18,19of pivoting links20,21is pivotally mounted relative to the corresponding elongated base sections12at the proximal end22thereof (i.e. each link20,21of each set18,19of pivoting links20,21is pivotally mounted relative to the corresponding elongated base sections12at the proximal end22thereof). As will be better seen in reference withFIGS.2A to2G, the links20,21of each set18,19of pivoting links20,21move in parallel to one another during the pivoting thereof. In addition, the two sets18,19of pivoting links20,21, move synchronously during the pivoting movement of the rack10(i.e. the corresponding links20,21of the sets18,19of pivoting links20,21, move in such a way as to pivot simultaneously and maintain a matching angular position, during the pivoting movement thereof). One skilled in the art will understand that, in alternative embodiments (not shown), a single set of pivoting links20,21, or more than two sets of pivoting links20,21could be provided. Moreover, in other alternative embodiments (not shown), each set of pivoting links20,21could be replaced by a single pivoting link or could include more than the two pivoting links20,21of the embodiment shown, pivoting parallelly to one another. In the embodiment shown, each elongated base section12has a fixed anchor14mounted thereto and each set18,19of pivoting links20,21is pivotally coupled to the anchor14of the corresponding elongated base sections12, to provide the pivotal connection of the pivoting links20,21relative to the elongated base section12. The fixed anchors14are fixedly mounted to the elongated base section12, such that the position of the pivot points22aof the proximal end22of the pivoting links20,21is static relative to the corresponding elongated base section12(i.e. the position of the pivot points22aalways remains constant as the rack10is moved between the transport configuration and the loading configuration). It will be understood that, in an alternative embodiment (not shown), the fixed anchors14could be integral to the elongated base sections12(i.e. the fixed anchors14and the elongated base sections12could be defined in a single piece or component). One skilled in the art will understand that, in alternative embodiments (not shown), each links20,21of the sets of pivoting links20,21could also be operatively connected to the corresponding elongated base section12differently than via the fixed anchors14of the embodiment shown, while still providing a static position of the pivot points22aof the proximal end22of the pivoting links20,21relative to the corresponding elongated base section12. For example and without being limitative, in an embodiment (not shown), a section of the pivoting links20,21could extend along a side of the elongated base section12(or along opposed sides thereof), or extend through a hollow section thereof, and be pivotally mounted directly thereto. In other alternative embodiments (not shown), the elongated base section12could be omitted and the fixed anchors14could be mounted directly to third-party components, such as corresponding roof bars (not shown) of a roof rack (not shown). In such alternative embodiments (not shown), the third-party components would thereby constitute what is defined herein as the “base section” or fixed base” for connecting the rack10to the roof racks (not shown). Still referring toFIG.1, the article support30is the portion of the rack10designed for loading the articles on the rack10(i.e. the portion of the rack for receiving the articles thereon). In the embodiment shown, the article support30is “L” shaped and includes two matching L shaped bracket35laterally spaced apart from one another and each having a substantially vertical section32and a substantially horizontal section34. The substantially vertical section32of each bracket35has an upper end33pivotally connected to the distal end24of the links20,21of a corresponding set18,19of pivoting links20,21. In the embodiment shown, a connector31extends from the substantially vertical section32of each bracket35, at the upper end33thereof, to pivotally connect the corresponding bracket35of the article support30to the distal end24of the corresponding set18,19of pivoting links20,21. In the embodiment shown, the connectors31extend substantially horizontally, but one skilled in the art will understand that, in an alternative embodiment (not shown), the connectors31could be angled relative to a substantially horizontal axis. It will also be understood that, in an alternative embodiment (not shown), the connectors31could be integral to the substantially vertical section32of each bracket35(i.e. connector31and the substantially vertical section32of each bracket35could be defined in a single piece or component). One skilled in the art will also understand that, in an alternative embodiment (not shown), the connectors31could extend from the distal end24of the sets18,19of pivoting links20,21(or be integral therewith) or that no connector could be provided (e.g. with the substantially vertical section32being angled relative to a substantially vertical axis rather than being substantially vertical). In the embodiment shown, the substantially horizontal sections34are connected by a handle36section extending therebetween, at an outer end34athereof, to connect the brackets35and provide rigidity to the rack10. Referring toFIGS.1and4A to5, in the embodiment shown, the handle36is adjustably securable to the substantially horizontal sections34, at the outer end34a, to allow adjustment of the width of the rack10(i.e. to allow adjustment of the distance between the brackets35of the article support30). For example, inFIG.5the distance between the brackets35of the article support30is greater than inFIG.1. In order to provide such adjustable securement of the handle36to the substantially horizontal sections34, in the embodiment shown, the handle36has elongated rails37sized and shaped to receive nuts38therein. The elongated rails37have a greater width at a bottom section thereof than at the top, to allow the nuts38to slide therein, while restraining vertical displacement of the nuts38and preventing the nuts38from being removed from the rails37. The substantially horizontal sections34are configured to receive bolts39insertable through a section thereof and threadable into the nuts38. Hence, the bolts39can be tightened with the nuts38to secure the handle36to the substantially horizontal sections34(seeFIG.4A) in the desired position and the position can be adjusted by simply untightening the bolts39, sliding the substantially horizontal sections34along the handle36and retightening the bolts39. Once again, one skilled in the art will easily understand that, in alternative embodiments (not shown) different assemblies could also be provided to adjustably secure the handle36to the substantially horizontal sections34. As can be seen inFIGS.2A to2G, the lift-assisted rack10is designed such that the substantially horizontal sections34of the article support30remain substantially horizontal throughout the pivoting of the lift-assisted rack10between the transport configuration (SeeFIG.2A) and the loading configuration (seeFIG.2G) and vice-versa. Referring toFIGS.1to2G, in order to assist in the transition of the rack10between the transport configuration (seeFIG.2A) and the loading configuration (seeFIG.2G) and vice-versa, the lift assisted rack10further includes the lift-assisting struts (or shock absorber)40. In the embodiment shown, two lift-assisting struts40are provided, each lift-assisting strut40cooperating with a corresponding set18,19of pivoting links20,21. One skilled in the art will however understand that, in an alternative embodiment (not shown), a different amount of lift-assisting struts40could be provided. When the rack10is loaded with an article (especially a heavy article such as a watercraft or the like), the lift-assisting strut40helps controlling the movement of the article support30of the rack10during a portion of the movement, thereby preventing the article support30from being lowered too rapidly towards the ground and/or facilitating the upward movement of the article support30during a portion of the movement towards the transport configuration. In the embodiment shown, each lift-assisting strut40is a piston, such as, for example and without being limitative, a gas piston, a hydraulic piston, a spring-loaded piston or the like. One skilled in the art will however understand that, in an alternative embodiment, other linear shock absorbers could be used. The lift-assisting struts40has a proximal end42and a distal end44. The proximal end42is the end positioned proximate to the corresponding elongated base section12(or the proximal end of the corresponding set18,19of pivoting links20,21), while the distal end44is the opposed end, which is positioned the farthest from the corresponding elongated base section12(or closest to the distal end24of the corresponding set of pivoting links20,21). The distal end44of each lift-assisting strut40is pivotally connected to one of the pivoting links20,21of the corresponding set18,19of pivoting links20,21. In order to allow a substantially resistance free angular range of motion to the rack10, during a predetermined pivoting segment performed adjacent to the transport configuration, as will be described in more details below, the proximal end42of each lift-assisting strut40is pivotally connected to a pivoting arm (or link)50. The pivoting arm50is pivotable relative to the corresponding elongated base section12(and the associated anchor14) and therefore allows the proximal end42of each lift-assisting strut40to move angularly relative to the corresponding elongated base section12, without resistance from the corresponding lift-assisting strut40, for a predetermined angular distance. For example and without being limitative, in an embodiment, the predetermined angular distance of which the proximal end42can move is between about 90 degrees and about 25 degrees (i.e. the proximal end42has an angular range greater or equal to about 25 degrees, but smaller or equal to about 90 degrees). In an alternative embodiment, the predetermined angular distance of which the proximal end42can move is between about 55 degrees and about 35 degrees (i.e. the predetermined angular distance of which the proximal end42can move angularly is greater or equal to about 35 degrees, but smaller or equal to about 55 degrees). In an alternative embodiment, the predetermined angular distance of which the proximal end42can move is about 55 degrees. In more details, in the embodiment shown, each pivoting arm50is pivotally connected at a proximal end52to the anchor14of the corresponding elongated base section12and is pivotally connected at a distal end54to the proximal end42of the corresponding lift-assisting strut40. The pivoting arm50therefore provides an angular range of motion to the proximal end42of the corresponding lift-assisting strut40, during the pivoting movement of the links20,21of the corresponding set18,19of pivoting links20,21(which pivot while the pivot points22aof their proximal end22remain in a constant position, relative to the corresponding elongated base section12). In the embodiment shown, the pivoting arm50is engageable to the engagement surface12aof a corresponding elongated base section12, when reaching the end of its angular range of motion, as will be described in more details below. One skilled in the art will understand, that, in an embodiment, the pivoting arm50can be engageable to a damper or a similar element of the engagement surface12aof the corresponding elongated base section12. In order to prevent undesired pivoting of the components of the rack10from the transport configuration (e.g. undesirable pivoting of the links20,21of the corresponding set18,19of pivoting links20,21(e.g. as a result of the resistance free range of motion of the pivoting arm50), in the embodiment shown, the lift assisted rack10includes a locking assembly60configured to allow locking of the rack10in the transport configuration. One skilled in the art will understand that several different assemblies could be used for the locking assembly. In the embodiment shown, and as better seen inFIGS.3A to3C, the locking assembly60includes locking levers62pivotable between a closed position (seeFIG.3A) and an open position (seeFIG.3B). Once positioned in the open position (seeFIG.3B), the locking levers62are also rotatable between a locked position (seeFIG.3B) and an unlocked position (FIG.3C). In the locked position, a rotating tab64extending at a rear portion of each locking lever62and rotating along therewith is locked against a locking tab65projecting upwardly from the corresponding base section12, thereby preventing movement of the article support30, relative to the base sections12. When the locking levers62are rotated to the unlocked position, the rotating tab64is rotated and freed from the locking tab65, thereby releasing the article support30and allowing pivoting movement of the rack10towards the loading configuration. As can be seen inFIGS.3A to3C, the locking levers62each include a cam section62a, where the associated portion of the lever62is cam shaped. In the closed position, engagement of the cam section62awith an abutment surface63results in tension exerted on the connecting pin66connecting the lever62with the rotating tab64, therefore frictionally engaging the rotating tab64with the locking tab65and thereby retaining the locking assembly60in the locked configuration (even in the occurrence of vibration occurring during displacement of the vehicle). When the locking levers62are pivoted from the closed position to the open position, each cam section62ais gradually disengaged from the corresponding abutment surface63, as a result of its cam shaped configuration, thereby releasing tension on the connecting pin60and the corresponding frictional engagement between the rotating tab64and the locking tab65, to allow rotation of the locking levers62from the locked position to the unlocked position. In the embodiment shown inFIGS.1to2G, the lift-assisted rack10further includes linear dampers71operating as a final phase movement dampener70, to provide greater resistance to pivoting of the lift-assisted rack10, during the final phase of the transition towards the loading configuration (i.e. during a short angular movement of the pivoting links20,21before the loading configuration is reached). For example and without being limitative, in an embodiment, the final phase of the transition towards the loading configuration corresponds to an angular distance of the pivoting links20,21ranging between about 60 degrees and about 20 degrees before the loading configuration is reached (i.e. the linear dampers71provide a resistance (i.e. a non-negligible resistance force to movement of the rack) for an angular distance of the pivoting links20,21smaller or equal to about 60 degrees before the loading configuration is reached and greater or equal to about 20 degrees before the loading configuration is reached). The linear dampers71therefore provide further resistance to the pivoting movement of the pivoting links20,21during the final phase of the transition towards the loading configuration, to provide a smooth transition towards the loading configuration, substantially without jerk as the loading configuration is reached. In other words, the linear dampers71minimize a final jerk generated as the rack reaches the loading configuration and the pivoting links20,21suddenly stop pivoting (for example as a result of one link21of each set18,19of pivoting links20,21engaging the engagement surface12aof the corresponding elongated base section12). In the embodiment shown, a linear damper71is provided for each set18,19of pivoting links20,21. In the embodiment shown, the opposed ends of each one of the linear dampers71are each connected to a corresponding one of the pivoting links20,21of the corresponding set18,19of pivoting links20,21, such that the linear dampers71are compressed during the pivoting of the corresponding pivoting links20,21. The linear dampers71are configured to provide substantially no resistance to the pivoting movement of the pivoting links20,21during a first compression phase thereof, such that they do not counteract the substantially resistance free angular range of motion of the rack10provided by pivoting of the pivoting arm, during the predetermined pivoting segment performed adjacent to the transport configuration, as described above. The linear dampers71are rather configured to provide additional resistance to the pivoting movement of the pivoting links20,21only during a final compression phase thereof, which occurs as the article support30is moving close to the loading configuration, thereby providing the desired final phase movement dampening. In an embodiment, in order to prevent excessive acceleration of the article support when the rack10is moved from the loading configuration towards the transport configuration, the linear dampers71are one-way linear dampers (i.e. they provide dampening of motion in the compression direction but allow free (non-damped) motion in the tension direction). One skilled in the art will understand that, in alternative embodiments (not shown), the linear dampers71could be mounted differently to the rack10to provide dampening in tension, rather than in compression. Moreover, it will be understood that any type of linear damper, such as, for example and without being limitative a gas damper, hydraulic damper, spring-loaded damper or the like could be used. One skilled in the art will also understand that, in alternative embodiments, different assemblies than the linear dampers71of the embodiment shown could be used to perform the desired final phase movement dampening. One possible final phase movement dampener70using dampening pads, will for example be described below in connection withFIGS.6A to6F. In view of the above, referring toFIGS.2A to2Gin operation, when the lift-assisted rack10is pivoted between the transport configuration (shown inFIG.2A) and the loading configuration (shown inFIG.2G) and vice-versa, the pivoting occurs in substantially three stages. An initial stage substantially without resistance/assistance (as shown inFIGS.2C and2D), a subsequent stage with resistance/assistance from the lift-assisting struts40(as shown starting inFIG.2E) and a final stage with resistance from the lift-assisting struts40and the linear dampers71(as shown starting inFIG.2F). In more details,FIG.2Ashows the lift-assisted rack10in a transport configuration used to transport article (not shown) onto the roof of a vehicle (not shown). InFIG.2A, the locking levers62of the locking assembly60are in the closed position (as shown inFIG.3A). FIGS.2B and2Cshow the locking assembly60being opened and unlocked. InFIG.2B, the locking levers62of the locking assembly60are moved to the open position, with the levers62, still being in the locked position. As previously mentioned, in the locked position, the rotating tab64of each locking lever62is locked against a locking tab65projecting upwardly from the corresponding base section12, thereby locking the article support30in the transport configuration (seeFIG.3B). InFIG.2C, the locking levers62of the locking assembly60are rotated to the unlocked position, thereby unlocking the locking assembly60. As previously mentioned, in the unlocked position, the rotating tab64of each locking lever62is freed from the locking tab65projecting upwardly from the corresponding base section12, thereby unlocking the article support30from the transport configuration (seeFIG.3C) FIG.2Dshows the initial pivoting of the lift-assisted rack10towards the loading configuration, performed by a user grasping the handle36of the article support30and pulling the article support30outwardly and towards the ground. In the initial stage of pivoting of the rack10, the pivoting links20,21are pivoted (with the pivot points22aof their proximal ends22always remaining in an unchanged position, relative to the corresponding elongated base sections12). The pivoting arms50also pivot, thereby moving the proximal ends42of the lift-assisting struts40towards the elongated base sections12. Hence, during this stage, the lift-assisted rack10pivots, without substantial resistance/assistance from the lift-assisting strut40or the linear damper71. FIG.2Eshows the stage where the pivoting arms50reach the end of their angular range and engage the engagement surface12aof the elongated base sections12. In the embodiment shown, the article support30is brought in a cantilevered position during the initial pivoting stage (i.e. before the pivoting arms50engage the elongated base sections12). FIG.2Fshows the subsequent pivoting stage of the lift-assisted rack10towards the loading configuration, again performed by a user grasping the handle36of the article support30and pulling the article support30outwardly and towards the ground. During this subsequent pivoting stage, the position of the proximal ends42of the lift-assisting struts40relative to the elongated base sections12remains unchanged (as a result of the pivoting arms50engaging the engagement surface12aof the elongated base sections12). Hence, further pivoting of the pivoting links20,21causes the lift-assisting strut40to be compressed, thereby imparting resistance to the pivoting of the pivoting links20,21by the lift-assisting strut40. The resistance to the pivoting of the pivoting links20,21by the lift-assisting strut40at this stage is advantageous, as it helps control the downward movement of the article support30(especially when it is loaded with a heavy article such as a watercraft or the like) to prevent a downward movement that is too quick or that requires substantial force from the user to support the article support30in its downward motion. FIG.2Gshows the lift-assisted rack10having reached the loading configuration, with a link21of each set of pivoting links20,21engaging (or abutted onto) the engagement surface12aof the corresponding elongated base section12(or a dampening pad or the like extending therefrom), with the article support30extending in a cantilevered position, along a side of the vehicle (not shown). As mentioned above, during the pivoting stage occurring between positions approximately similar to those shown inFIG.2FandFIG.2G, the linear dampers71are compressed and impart a further resistance to the pivoting of the pivoting links20,21, to provide a smooth transition towards the loading configuration, substantially without jerk as the loading configuration is reached. As described above, the linear dampers71are adjusted such that compression during an initial compression stage (i.e. compression occurring before reaching a position approximately similar to the position shown inFIG.2F) impart substantially no resistance, such that the linear dampers71operate as final phase movement dampeners70only. It will be understood that, when the lift-assisted rack10is pivoted between the loading configuration and the transport configuration, the pivoting occurs in the reverse stages ofFIGS.2A to2G, with the lift-assisting strut40imparting assistance to the pivoting of the pivoting links20,21until the pivoting arms50are disengaged from the engagement surface12aof the elongated base sections12. The final pivoting of the lift-assisted rack10is therefore performed without assistance from the lift-assisting strut40. Once the lift-assisted rack10has reached the transport configuration, it can be locked in place locking and closing the locking assembly60. As mentioned above, in an embodiment, the linear dampers71are one-way dampers and therefore provide free motion when the lift-assisted rack10is pivoted between from the loading configuration to the transport configuration. Referring toFIGS.6A to6F, there is shown an alternative embodiment of the lift-assisted rack110, wherein the features are numbered with reference numerals in the100series which correspond to the reference numerals of the previous embodiment. Similarly to the previous embodiment, in the alternative embodiment shown inFIGS.6A to6F, the lift-assisted rack110includes elongated base sections112(operating as fixed base) securable to the roof bars (not shown) of a roof rack (not shown) of a corresponding vehicle (not shown), two sets118,119of pivoting links120,121(or bars) spaced apart from one another, an article support130operatively connected to the two sets118,119of pivoting links120,121, and lift-assisting struts (or shock absorber)140cooperating with each set of pivoting links120,121to capture and control the load when a loaded rack110is pivoted between the transport configuration (seeFIG.6A) and the loading configuration (seeFIG.6F), and assist in the inverse movement of the rack110. The elongated base sections112, sets118,119of pivoting links120,121, and lift-assisting struts140are similar to those of the previously described embodiment and will not be described in detail again for ease of description. Regarding the article support130, in the embodiment shown inFIGS.6A to6F, the substantially horizontal sections134are connected by a fixed handle136section extending therebetween, at an outer end thereof. Hence, the distance between the brackets135is not adjustable. It will however be understood that the article support130is otherwise similar to the article support of the previously described embodiment and moves similarly and will therefore not be described in greater detail again for ease of description. Once again, to allow the substantially resistance free angular range of motion to the rack110, during a predetermined pivoting segment performed adjacent to the transport configuration, the proximal end142of each lift-assisting strut140is pivotally connected to a pivoting arm (or link)150pivotable relative to the corresponding elongated base section112, therefore allowing the proximal end142of each lift-assisting strut140to move angularly relative to the corresponding elongated base section112, substantially without resistance, during a predetermined angular distance. Again, the pivoting arm (or link)150is similar to the one described in the previous embodiment and moves similarly and will therefore not be described in detail again for ease of description. In the embodiment shown inFIGS.6A to6F, the lift-assisted rack110further includes movement dampening pads172operating as a final phase movement dampener170configured to provide greater resistance to pivoting of the lift-assisted rack110, during the final phase of the transition towards the loading configuration (i.e. during a short angular movement of the pivoting links120,121before the loading configuration is reached). The movement dampening pads172therefore provide further resistance to the pivoting movement of the pivoting links120,121during the final phase of the transition towards the loading configuration to provide a smooth transition to the loading configuration, substantially without jerk. In other words, they minimize a final jerk generated as the rack reaches the loading configuration and the pivoting links120,121suddenly stop pivoting (e.g. as a result of one link121of each set of pivoting links120,121engaging the engagement surface112aof the corresponding elongated base section112). In the embodiment shown, the movement dampening pads172are each positioned to gradually engage (or gradually be compressed by) at least one link121of a corresponding set of pivoting links120,121during the final phase of the transition towards the loading configuration and therefore provide gradually increasing resistance to the pivoting thereof (in addition to the resistance provided by the lift-assisting strut140). The movement dampening pads172are specifically placed close to the proximal end122of the set of pivoting links120,121, therefore having an increasing length thereof being engaged by the link121of the corresponding set of pivoting links120,121when the pivotal movement thereof is such that the lift-assisted rack110is moving close to the loading configuration. In the embodiment shown, the movement dampening pads172are positioned inside the anchors114and line a surface of each corresponding elongated base section112. The movement dampening pads172are directly adjacent to the link121of the corresponding set of pivoting links120,121engageable to the engagement surface112aof a corresponding elongated base section112, at the proximal end122thereof. For example and without being limitative, in an embodiment, the dampening pads172can be made of a closed-cell foam resin such as Croslite™. One skilled in the art will understand that, in alternative embodiments (not shown), the final phase movement dampener170could be embodied by a component different than the above-described movement dampening pads172positioned to gradually engage at least one link121of a corresponding set of pivoting links120,121(or the linear damper71of the embodiment described in reference toFIGS.1to2G). For example and without being limitative, the final phase movement dampener170could include a spring specifically positioned and configured to be brought in tension (or compression) only during the final instant of the above-described second pivoting stage of the set of pivoting links120,121(with resistance from the lift-assisting strut140). In another alternative embodiments (not shown), the lift-assisting strut140could include a mechanism which provides a further resistance during the final instant of the above-described second pivoting stage of the set of pivoting links120,121(with resistance from the lift-assisting strut140). In order to prevent undesired transition from the transport configuration to the loading configuration, in the embodiment shown, the rack110again includes a locking assembly160configured to lock the rack110in the transport configuration. In the embodiment shown, the locking assembly160again includes locking levers162. However, in the embodiment shown, the locking levers162are only pivotable between a locked position (seeFIG.6A) where the levers162engage a section of the article support130and maintain the rack110in the transport configuration, and an unlocked position (seeFIG.2B), where the levers162are disengaged from the section of the article support130and therefore allows pivoting of the rack110from the transport configuration to the loading configuration. In view of the above, referring toFIGS.6A to6F, in operation, when the lift-assisted rack110is pivoted between the transport configuration (shown inFIG.6A) and the loading configuration (shown inFIG.6F) and vice-versa, the pivoting occurs in substantially three stages. An initial stage substantially without resistance/assistance (as shown inFIG.6C), a subsequent stage with resistance/assistance from the lift-assisting strut140(as shown inFIG.6E), and a final stage with resistance/assistance from the lift-assisting strut140and the movement dampening pads172engaging the pivoting links121(leading to the loading configuration shown inFIG.6F). In more details,FIG.6Ashows the lift-assisted rack110in a transport configuration used to transport article (not shown) onto the roof of a vehicle (not shown). FIG.6Bshows the locking assembly160being unlocked, with the levers162moved to the unlocked position. FIG.6Cshows the initial pivoting of the lift-assisted rack110towards the loading configuration, performed by a user grasping the handle136of the article support130and pulling the article support130outwardly and towards the ground. Similarly to the above described embodiment, in the initial stage of pivoting of the rack110, the pivoting links120,121are pivoted and the pivoting arms150also pivot, thereby moving the proximal ends142of the lift-assisting struts140towards the elongated base sections112. Hence, during this stage, the lift-assisted rack110pivots, without substantial resistance/assistance from the lift-assisting strut140. FIG.6Dshows the stage where the pivoting arms150reach the end of their angular range and engage the engagement surface112aof the elongated base sections112. FIG.6Eshows the subsequent pivoting stage of the lift-assisted rack110towards the loading configuration, again performed by a user grasping the handle136of the article support130and pulling the article support130outwardly and towards the ground. During this subsequent pivoting stage, the position of the proximal ends142of the lift-assisting struts140relative to the elongated base sections112remains unchanged (as a result of the pivoting arms150engaging the engagement surface112aof the elongated base sections112). Hence, further pivoting of the pivoting links120,121causes the lift-assisting strut140to be compressed, thereby imparting resistance to the pivoting of the pivoting links120,121by the lift-assisting strut140. The resistance to the pivoting of the pivoting links120,121by the lift-assisting strut140at this stage is advantageous, as it helps control the downward movement of the article support130(especially when it is loaded with a heavy article such as a watercraft or the like) to prevent a downward movement that is too quick or that requires substantial force from the user to support the article support130in its downward motion. FIG.6Fshows the lift-assisted rack110having reached the loading configuration, with a link121of each set of pivoting links120,121engaging (or abutted onto) the engagement surface112aof the corresponding elongated base section112, with the article support130extending in a cantilevered position, along a side of the vehicle (not shown). As previously mentioned, during the final phase of the transition towards the loading configuration (i.e. before the link121of each set of pivoting links120,121engage (or abut onto) the engagement surface112aof the corresponding elongated base section112), the links121gradually compress the movement dampening pads172and therefore provide gradually increasing resistance to the pivoting thereof (in addition to the resistance provided by the lift-assisting strut140) to provide a smooth transition towards the loading configuration. Several alternative embodiments and examples have been described and illustrated herein. The embodiments of the invention described above are intended to be exemplary only. A person of ordinary skill in the art would appreciate the features of the individual embodiments, and the possible combinations and variations of the components. A person of ordinary skill in the art would further appreciate that any of the embodiments could be provided in any combination with the other embodiments disclosed herein. It is understood that the invention could be embodied in other specific forms without departing from the central characteristics thereof. The present examples and embodiments, therefore, are to be considered in all respects as illustrative and not restrictive, and the invention is not to be limited to the details given herein. Accordingly, while the specific embodiments have been illustrated and described, numerous modifications come to mind. The scope of the invention is therefore intended to be limited solely by the scope of the appended claims. | 41,191 |
11858469 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Please refer toFIGS.1to12for a preferable embodiment of the present invention. A carrier of the present invention includes a mounting rod1, a frame body2and a first quick-release mechanism3. The mounting rod1is configured to be connected to a vehicle9. The frame body2includes a connecting seat21, a stand rod22and two lateral rods23. The stand rod22and the two lateral rods23are connected to the connecting seat21, and the connecting seat21is rotatably connected to the mounting rod1by a shaft24and rotatable between a first position and a second position. When the connecting seat21is located in the first position, the connecting seat21and the mounting rod1are stacked. The first quick-release mechanism3includes a first elastic abutting portion31, the first elastic abutting portion31is disposed on one of the mounting rod1and the connecting seat21, and the first elastic abutting portion31is blockably abuttable against the other of the mounting rod1and the connecting seat21so that the connecting seat21is positioned in the first position and non-rotatable toward the second position. The first quick-release mechanism3includes a first fixation seat32, the first elastic abutting portion31includes a first slidable member33and a first elastic member34, the first slidable member33is slidably disposed on the first fixation seat32, and the first elastic member34is disposed between the first slidable member33and the first fixation seat32so that the first slidable member33is biased away from the first fixation seat32. In this embodiment, the first fixation seat32is disposed on the mounting rod1, the connecting seat21includes an upper plate211, and when the connecting seat21is located in the first position, the upper plate211covers the mounting rod1and the first slidable member33is abutted against a side of the upper plate211remote from the mounting rod1so that the connecting seat21is positioned in the first position. The first fixation seat may be disposed on the connecting seat and is blocked with the mounting rod so that the connecting seat is positioned in the first position. When the connecting seat21is located in the first position, the first slidable member33of the first elastic abutting portion31is abutted against the side of the upper plate211remote from the mounting rod1, and thus the connecting seat21is stably positioned in the first position so that it is safe during moving of the vehicle9(FIG.4). Before the rear door of the vehicle9is open, the first slidable member33of the first elastic abutting portion31is moved toward the first fixation seat32so that the connecting seat21is rotatable toward the second position, and thus the rear door of the vehicle9is not blockable by the connecting seat21when opened (FIGS.5and6). In this embodiment, each of opposing sides of the stand rod22includes a retaining member221, and each of the two lateral rods23includes two carrying members232each corresponding to one of the two retaining members221. Each of the two retaining members221is configured for retaining a bicycle, and each of the carrying members232is configured for supporting a wheel of the bicycle. Preferably, the upper plate211includes an upright seat25, the stand rod22is rotatably connected to the upright seat25, and the carrier further includes a second quick-release mechanism4. The second quick-release mechanism4is connected to one of the upright seat25and the stand rod22, and the second quick-release mechanism4is blockably abuttable against the other of the upright seat25and the stand rod22so that the stand rod22is non-rotatable relative to the upright seat25. In this embodiment, the second quick-release mechanism4is connected to the stand rod22, the second quick-release mechanism4includes a second elastic abutting portion41, and when the stand rod22is abutted against a side of the upright seat25, the second elastic abutting portion41elastically urges a side of the upright seat25remote from the stand rod22(FIGS.7and8). When the wheels of the bicycle is to be disposed on the two carrying members232toward the front of the vehicle9, the second elastic abutting portion41is controlled and the stand rod22is rotated away from the vehicle9, for easy loading of the bicycle on the carrier. Specifically, a top of an end of the mounting rod1remote from the vehicle9includes an inclined surface11, and when the connecting seat21rotates to be in the second position, the inclined surface11is abutted against the upper plate211so that the connecting seat21is positioned in the second position, which prevents the bicycle from falling due to excessive swinging of the connecting seat21and the mounting rod1. Moreover, the inclined surface11prevents the connecting seat21from being blocked during rotation from the first position toward the second position. Please refer toFIGS.9-12, two side seats26are connected to opposing sides of the connecting seat21, respectively; the two lateral rods23are rotatably connected to the two side seats26, respectively; a side of each of the two side seats26includes two positioning holes261, and each of the two lateral rods23includes an elastic positioning member231; and when the elastic positioning member231corresponds to and engages in one of the two positioning holes261, the lateral rod23is non-rotatable relative to the side seat26. Each of the two lateral rods23is positioned between the two positioning holes261of the side seat26by the elastic positioning member231, which allowing operation of unfolding (FIG.11) or folding (FIG.12) of the carrier. Preferably, each of the two side seats26is covered by a cover plate5which is preferably made of pliable material (such as plastic) and includes at least two elastic caps51each corresponding to one of the two positioning holes261. Each elastic cap51is elastically flexible and integrally formed with the cover plate5. The elastic positioning member231can be disengaged from the positioning hole261by pressing the elastic cap51. The cover plate5made of pliable material is comfortable for the user in pressing the elastic positioning member231. Preferably, an upper portion of each of the two side seats26adjacent to the connecting seat21includes an upper blocking member262, and a lower portion of each of the two side seats26remote from the connecting seat21includes a lower blocking member263. A position at which the side seat26and the lateral rod23are rotatably connected is located between the upper blocking member262and the lower blocking member263. When each of the two lateral rods23rotates downward (FIG.11), an end of each of the two lateral rods23directed toward the connecting seat21is abutted against the upper blocking member262, and another end of each of the two lateral rods23is abutted against the lower blocking member263, so that the two lateral rods23are positioned. Although particular embodiments of the invention have been described in detail for purposes of illustration, various modifications and enhancements may be made without departing from the spirit and scope of the invention. Accordingly, the invention is not to be limited except as by the appended claims. | 7,205 |
11858470 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Please refer toFIGS.1to12for a preferable embodiment of the present invention. A carrier of the present invention includes a mounting rod1, a frame body2and a first pin3. The mounting rod1is configured to be connected to a vehicle9, and a top of an end of the mounting rod1remote from the vehicle9includes an inclined surface11. The frame body2includes a connecting seat21, a stand rod22and two lateral rods23. The stand rod22and the two lateral rods23are connected to the connecting seat21, and the connecting seat21includes an upper plate211and two side plates212. The upper plate211is connected to and between the two side plates212, and the two side plates212are rotatably connected to the mounting rod1by a shaft24and rotatable between a first position and a second position. When the connecting seat21is located in the first position, the connecting seat21and the mounting rod1are parallel to each other, and when the connecting seat21is located in the second position, the inclined surface11is abutted against the upper plate211so that the connecting seat21is positioned in the second position. When the connecting seat21is located in the first position, the first pin3is detachably inserted in the mounting rod1and at least one the side plate212so that the connecting seat21is positioned in the first position and non-rotatable toward the second position. When the connecting seat21is located in the first position and the first pin3is inserted in the mounting rod1and at least one the side plate212(in this embodiment, the first pin3is inserted in the two side plates212and the mounting rod1), and thus the connecting seat21is stably positioned in the first position so that it is safe during moving of the vehicle9(FIG.4). Before the rear door of the vehicle9is open, it is to withdraw the first pin3from the two side plates212and the mounting rod1so that the connecting seat21is not blocked by the first pin3and is rotatable toward the second position, and thus the rear door of the vehicle9is not blockable by the connecting seat21when opened (FIGS.5-7). The shaft24is located between the inclined surface11and the first pin3, and when the connecting seat21is located in the first position, an included angle between the inclined surface11and the top of the mounting rod1is equal to or less than 70 degrees, which prevents the connecting seat21from overswinging for more than 70 degrees between the first position and the second position and prevents the stand rod22from being over inclined. Moreover, the inclined surface11can avoid interference to the connecting seat21during rotation of the connecting seat21from the first position toward the second position. Preferably, a stop member25is inserted to the two side plates212, the stop member25is located at ends of the two side plates212remote from the upper plate211, and when the connecting seat21is located in the second position, the stop member25is abutted against a bottom of the mounting rod1so that it mitigates active force caused by abutment of the upper plate211and the inclined surface11when the connecting seat21is located in the second position. Each of opposing sides of the stand rod22includes a retaining member221, and each of the two lateral rods23includes two carrying members233each corresponding to one of the two retaining members221. Each of the two retaining members221is configured for retaining a bicycle, and each of the carrying members232is configured for supporting a wheel of the bicycle. In this embodiment, the upper plate211includes an upright seat26, the stand rod22is rotatably connected to the upright seat26, the carrier further includes a second pin4, and the second pin4is releasably inserted in the upright seat26and the stand rod22so that the stand rod22is non-rotatable relative to the upright seat26. When the wheels of the bicycle is to be disposed on the two carrying members232toward the front of the vehicle9, the second pin4may be released and the stand rod22is rotated away from the vehicle9, for easy loading of the bicycle on the carrier (FIG.8). Please refer toFIGS.9-12, two side seats27are connected to opposing sides of the connecting seat21, respectively; the two lateral rods23are rotatably connected to the two side seats27, respectively; a side of each of the two side seats27includes at least two positioning holes271, and each of the two lateral rods23includes an elastic positioning member231; and when the elastic positioning member231corresponds to and engages in one of the two positioning holes271, the lateral rod23is non-rotatable relative to the side seat27. Each of the two lateral rods23is unfolded (FIG.11) or folded (FIG.12) through interaction of the elastic positioning member231and the two positioning holes271of the side seat27, for easy and quick operation. Preferably, an upper portion of each of the two side seats27adjacent to the connecting seat21includes an upper blocking member272, and a lower portion of each of the two side seats27remote from the connecting seat21includes a lower blocking member273. A position at which the side seat27and the lateral rod23are rotatably connected is located between the upper blocking member272and the lower blocking member273. When each of the two lateral rods23rotates downward, an end of each of the two lateral rods23directed toward the connecting seat21is abutted against the upper blocking member272, and another end of each of the two lateral rods23is abutted against the lower blocking member273, so that the two lateral rods23are positioned. In this embodiment, the upper blocking member272is a plate member, the lower blocking member273is a pin member, a buffering member232is disposed on an end of the lateral rod23directed toward the connecting seat21, and when the lateral rod23rotates downward, the buffering member232is abutted against the upper blocking member272, which prevents damage to the carrier. Preferably, an end of an elastic buckle member31is rotatably connected to the first pin3, the elastic buckle member31extends cross the connecting seat21, and another end of the elastic buckle member31is sleeved on the first pin3, thus preventing unexpected disengagement of the first pin3from the two side plates212and the mounting rod1. Although particular embodiments of the invention have been described in detail for purposes of illustration, various modifications and enhancements may be made without departing from the spirit and scope of the invention. Accordingly, the invention is not to be limited except as by the appended claims. | 6,612 |
11858471 | DESCRIPTION Various aspects and examples of a bicycle carrier having a fork mount and a tail mount are described below and illustrated in the associated drawings. Unless otherwise specified, a bicycle carrier and/or its various components may, but are not required to, contain at least one of the structure, components, functionality, and/or variations described, illustrated, and/or incorporated herein. Furthermore, unless specifically excluded, the process steps, structures, components, functionalities, and/or variations described, illustrated, and/or incorporated herein in connection with the present teachings may be included in other similar devices and methods, including being interchangeable between disclosed examples. The following description of various examples is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. Additionally, the advantages provided by the examples and embodiments described below are illustrative in nature and not all examples and embodiments provide the same advantages or the same degree of advantages. Overview In general, a bicycle carrier for transporting a bicycle on a vehicle rooftop may include two accessories, a fork mount and a tail mount. The fork mount may be configured to attach a front fork of the bicycle to a first crossbar on the vehicle rooftop, after removing a front wheel from the bicycle. The tail mount may be configured to secure a rear wheel of the bicycle to a second crossbar on top of the vehicle. The fork mount may include a connector assembly configured to secure the front fork to the fork mount. The connector assembly may include a pair of selectable inserts and an interchangeable skewer with a cam lever. The skewer may protrude through the selectable inserts, the front fork and the fork mount, to clamp the front fork against a clamping surface of the selectable inserts when the cam lever is in a closed position. In some examples a through-axle of the bicycle front fork may be used in place of the skewer. When a through-axle is interchanged for the skewer, the axle may similarly protrude through the selectable inserts, the front fork and the fork mount, to clamp the front fork against a clamping surface of the selectable inserts when the axle is secured. The tail mount may include a wheel clamp assembly configured to secure the rear wheel to the tail mount. The wheel clamp assembly may include a wheel tray and a strap coupled to the wheel tray, which may extend through the rear wheel to hold the wheel against the wheel tray. The wheel tray may be configured to be disposed at a plurality of angles as measured around a long axis of the second crossbar. The bicycle carrier may include security features on either or both of the fork mount and the tail mount, and coverings may be included over some areas for further protection. The fork mount and the tail mount may be separate structures, or may be mounted on and/or part of a single bicycle carrier. For example, the fork mount and/or the tail mount may be part of a tray rack. Examples, Components, and Alternatives The following sections describe selected aspects of exemplary bicycle carriers as well as related systems. The examples in these sections are intended for illustration and should not be interpreted as limiting the entire scope of the present disclosure. Each section may include one or more distinct embodiments or examples, and/or contextual or related information, function, and/or structure. Example 1 As shown inFIGS.1-5, this section describes a bicycle carrier generally indicated at10inFIG.1. The carrier includes a fork mount12to secure a front fork14of a bicycle16, and a tail mount18to secure a rear wheel20of the bicycle. The fork mount is coupled to a first crossbar22on the roof of a vehicle24, and the tail mount is coupled to a second crossbar26, where each crossbar has a long axis perpendicular to a longitudinal axis or a direction of travel of the vehicle. Fork mount12and tail mount18are coupled at corresponding points along the long axes of crossbars22,26. That is, a line between the fork mount and the tail mount may be perpendicular to crossbars22,26and parallel to the longitudinal axis of vehicle24. A longitudinal axis of bicycle16may be parallel to the longitudinal axis of the vehicle, when the bicycle is secured to fork mount12and tail mount18. FIG.2shows a side view of bicycle16positioned for attachment to bicycle carrier10. Since an outer rim and tire of rear wheel20of the bicycle is secured to a wheel tray28of tail mount18, while front fork14is secured directly to inserts30of fork mount12, bicycle16may be secured at an angle relative to the vehicle roof. Front fork14is aligned with inserts30of fork mount12, and a rear fork32of the bicycle is aligned with wheel tray28of tail mount18. Wheel tray28and inserts30define a mount spacing34. A bike length36is defined from front fork14to a point38on the outer rim of the rear wheel that is to be secured to wheel tray28. As shown inFIG.2, point38is immediately below rear fork32. To be correctly aligned, bike length36and mount spacing34may match. However, distance from rear fork32to front fork14may vary between bicycles, and mount spacing34may be determined by a distance between crossbars22,26. On some vehicles, the distance between crossbars may be fixed and not adjustable. Tail mount18may be adjustable in order to allow a variety of bikes to be secured to a vehicle with a particular crossbar spacing, or to allow a bike with a particular distance between forks to be secured to vehicles with a variety of crossbar spacings. In some examples, wheel tray28may be adjustable between a plurality of longitudinal positions, as described further below. In the pictured example, wheel tray28of tail mount18may pivot about an axis parallel to the long axis of crossbar26. Tail mount18may therefore be able secure a point on the outer rim of the rear wheel not immediately below rear fork32. Bike length36may be thereby modified to match mount spacing34, and rear fork32may not be aligned with wheel tray28. Alternatively, or in addition, one or both of fork mount12and tail mount18may be flipped to modify mount spacing34. That is fork mount12may be mounted on crossbar22facing an opposite direction along the longitudinal axis of the vehicle, and tail mount18may be mounted on crossbar26facing an opposite direction along the longitudinal axis. As compared to the configuration shown inFIG.2, flipping fork mount12may decrease mount spacing34and flipping tail mount18may increase the mount spacing. FIG.3shows fork mount12on crossbar22. In addition to inserts30, the fork mount includes an upper half40and a lower half42. Each half includes a clamping surface44, and the lower half pivots relative to the upper half about a bar46. Fork mount12may be coupled to crossbar22by clamping upper half40and lower half42about crossbar22. The lower half may pivot through a plurality of positions, and may be described as having an open position and a closed position. The precise relationship of lower half42and upper half40when in the open position and the closed position may depend on a shape or size of crossbar22. In other examples, fork mount12may be unitary, lower half42may move along a vertical axis instead of pivoting, or the fork mount may be coupled to crossbar22by any effective means. For example, fork mount12may include a flexible strap extending around the crossbar, or may be bolted to the crossbar. For another example, fork mount12may include a side clamp such as is described in U.S. Patent Application Publication No. 2011/0139841 A1. Fork mount18may also comprise a portion of a tray rack that is coupled to first and second crossbars of a vehicle. In the present example as shown inFIG.3, clamping surfaces44are contoured to conform to crossbar22, and to form a space between the clamping surface of upper half40and the clamping surface of lower half42when the lower half is in a closed position. The space may be sufficient to receive crossbar22. The crossbar is shown inFIGS.1-5with an aerodynamic shape, but fork mount12may be configured to clamp to any type of crossbar including round, square, or ovoid. One or both of clamping surfaces44may include a pad48. The pad may include a compressible material to aid in a clamping action of fork mount12on the crossbar, and may be textured or have a surface material with a high frictional coefficient to improve grip on the crossbar. For example, pad48may be made of rubber, or foam with a silicone covering. Improved grip of clamping surfaces44may be desirable in order to prevent fork mount12from sliding along the long axis of crossbar22or twisting relative to the axis. Fork mount12further includes a clamp actuator50, and a cover52. InFIG.3, cover52is shown in an open position, while inFIG.4the cover is shown in a closed position. In the present example, cover52opens by pivoting about an axis parallel to crossbar22and is secured by a snap-fit feature. In other examples, the cover may pivot about alternative axes, may open by another mechanism, or may be entirely removable from fork mount12. Any cover may be used, or the fork mount may not include a cover. Clamp actuator50includes a handle54screwed onto a T-bolt56. An aperture extends through upper half40, sized to retain T-bolt56with handle54above upper half40and a head of the T-bolt below upper half40. Once fork mount12has been positioned about crossbar22, clamp actuator50may be used to secure upper half40relative to lower half42. That is, handle54may be used to extend T-bolt56through lower half42and rotate the T-bolt such that the head of the T-bolt is received by a feature on a bottom surface of the lower half. Once the bolt head is received by the feature, handle54may be rotated relative to T-bolt56and screwed further onto the T-bolt to secure upper half40and lower half42about crossbar22. Cover52includes an elongate aperture58. In order to close cover52, handle54may be rotated until a lateral extent of the handle is aligned with aperture58. When cover52is in a closed position, as shown inFIG.4, handle54may extend up through the cover, with aperture58closely conforming to the handle. Cover52may thereby prevent rotation of handle54, further securing fork mount12to crossbar22when in a closed position. As shown inFIG.3, upper half40of fork mount12includes a passage60extending through the mount parallel to the long axis of crossbar22. The passage is configured to receive inserts30in first and second opposing ends. In the pictured example, passage60and inserts30are threaded. The inserts may be manually screwed into upper half40, as indicated by the arrows. In other examples, inserts30may also be removably secured in passage60by fasteners or by any effective means. Each insert30is annular, including a grip62, an engaging portion64, and a clamping portion66that has a lateral clamping surface68. The engaging portion is entirely received by passage60, while grip62and clamping portion66remain proud of the surface of upper half40. Lateral clamping surface68may be partially or entirely planar and may be substantially perpendicular to passage60. Grip62may be configured for manual manipulation by a user, to install and remove inserts30from fork mount12. In other examples, grip62may include one or more tooling recesses or may have a hex shape for installation by wrench or other tool. Inserts30may further include any features or mechanisms appropriate to engage passage60, upper half40, or a bicycle front fork. Fork mount12may include a set of pairs of matching inserts30. A user may select and install a pair of inserts appropriate for each bicycle to be secured to fork mount12. The user may switch pairs of inserts when changing bicycles, may leave one pair of inserts installed when repeatedly securing one bicycle, or may install or remove inserts as needed or preferred. Each pair of inserts may correspond to a bicycle front fork spacing standard, and a bicycle front wheel axle standard. A front fork spacing standard may also be referred to as hub width. A bicycle front wheel axle standard may include through-axle diameters, hub axle sleeve diameters, quick-release skewer diameters, and/or any relevant dimensional standard. A table of illustrative currently standard dimensions for front fork spacing and axle diameters is below, dimensions listed in millimeters (mm). Axle DiameterFork SpacingThrough-Axle12 mm100 mm15 mm100 mm15 mm110 mm15 mm150 mmQuick-Release9 mm100 mm A set of inserts may include all known standards and combinations of standards, or may be a targeted subset of known standards. For example, a mountain bike set may be provided with pairs of inserts corresponding to common fork spacing and axle standards for mountain bikes. A set of inserts may include inserts configured to fit a specific make, model, and/or style of bicycle. Any dimension of an insert may be selected to correspond to a standard or to a dimension of a specific bicycle or group of bicycles. In the current disclosure, a standard may include a dimension or set of dimensions published by any organization having authority in the art of bicycle design, a dimension or set of dimensions used by one or more bicycle manufactures in the design of bicycles, and/or any other dimension or range of dimensions known to those skilled in the art of bicycle design. Each insert30has an inner diameter, that may be consistent through the length of the insert. The inner diameter may match an axle diameter, of a through axle and/or a quick-release axle. In some examples, insert30may have a variable inner diameter with a portion of the insert, such as clamping portion66, having an inner diameter that matches an axle standard. Each insert30may have an outer diameter that differs between grip62, engaging portion64, and clamping portion66. Engaging portion64has an outer diameter appropriate to mate with passage60, while grip62has a diameter sufficient to prevent the grip from being received by passage60. The grip may also have a diameter comfortable for manual manipulation. Clamping portion66may have an outer diameter matching an adjustment knob70and a cam brace72, shown inFIG.4. FIG.4shows fork mount12securing front fork14of bicycle16. In the pictured example, bicycle16has a dropout style front fork14. A skewer with a cam assembly74at a first end76and a threaded second end78extends through inserts30and passage60. The cam assembly includes a cam lever80and brace72. Cam lever80may be movably fixed to the skewer, such that the lever may pivot about an axis perpendicular to the length of the skewer. The cam lever may pivot between two positions, an open position82and a closed position84. In the open position cam lever80may be spaced from brace72, while in the closed position the cam lever may engage the brace. Brace72may be slidably mounted on the skewer, such that when cam lever80engages the brace, the brace may in turn engage front fork14of bicycle16. As shown inFIG.4, adjustment knob70is screwed onto threaded second end78of the skewer, opposite cam assembly74. A first dropout of front fork14rests on the skewer between lateral clamping surface68of a first insert30and brace72, while a second dropout of front fork14rests on the skewer between lateral clamping surface68of a second insert30and adjustment knob70. Each of brace72and adjustment knob70may also have a lateral clamping surface that is partially or entirely planar, and is parallel and corresponding to lateral clamping surfaces68. Adjustment knob70may include a spring, such that a portion of the knob configured to abut front fork14may move a limited amount relative to a portion of the knob configured to engage second end78of the skewer. Such limited movement may allow a margin of error in tightening adjustment knob70. For example, if adjustment knob70has been tightened until front fork14is firmly held, cam lever80might require a difficult level of force to operate, but instead adjustment knob70may compress and allow cam lever80to be easily pivoted to closed position84. As shown inFIG.4, brace72of cam assembly74has an elongate shape with a slot86configured to mate with a catch88on an interior face of cam lever80. As cam lever80pivots about its axis, catch88may slide through slot86of brace72toward second end78of the skewer. Cam assembly74may include a lock core housed in cam lever80, configured to rotate catch88about an axis perpendicular to the extent of the cam lever when a key is turned. Catch88includes an asymmetrical tab, configured such that when the catch is rotated to a first orientation shown inFIG.4, the catch may slide through slot86, but when the catch is rotated roughly 90 degrees to a second orientation, the catch may be prevented from sliding through slot86. Cam lever80may be thereby allowed to pivot between open position82and closed position84when catch88is in the first orientation, but be prevented from pivoting between positions when catch88is in the second orientation. By turning a key to rotate catch88a user may hold front fork14of bicycle16against inserts30, and prevent unauthorized removal of the bicycle. Other locking mechanisms may be included in cam assembly74or any component of fork mount12. In some examples, brace72may be circular or square and may not include locking features. Both brace72and cam lever80may have any effective shape. To secure a bicycle with a quick release front wheel, a user may grasp cam assembly74and insert the skewer through a first insert30, through passage60, and out of a second insert30. The user may then thread adjustment knob70onto the protruding end of the skewer. After removing the front wheel of bicycle16, including the quick release mechanism, the user may rest the dropouts of front fork14onto the skewer. The user may tighten adjustment knob70until the dropouts or tines of the front fork are lightly held against lateral clamping surfaces68of inserts30. Cam lever80may then be pivoted from open position82to closed position84, pushing against brace72and securing the dropouts or tines against clamping surfaces68. To secure a bicycle with a through-axle front fork, a user may remove the front wheel and the axle. The user may position the apertures of the tines of the front fork adjacent to inserts30and insert the axle through the aperture of a first tine, a first insert30, passage60, a second insert30, and into an aperture of the second tine. The user may then secure the axle as normal, in other words secure the axle in the same manner as if fork mount12were a wheel. In some examples, securing the axle may include threading a first end of the axle into the aperture of the second tine and then operating a cam lever at a second end. FIG.5shows rear wheel20of bicycle16secured by tail mount18. The tail mount includes a wheel clamp assembly90and a body92with a clamp portion94. The wheel clamp assembly is pivotably mounted to the body, which is secured to crossbar26by the clamp portion. In the pictured example, wheel clamp assembly90is mounted proximate a rear end96of body92. In other examples, the assembly may be mounted at any point along the body including at a center point or proximate a front end98. Clamp portion94extends down from body92and includes a first arm100, a second arm102, and a clamp actuator104. Clamp actuator104is configured such that rotating a handle of the actuator draws second arm102toward first arm100and thereby clamps crossbar26between the two arms. Each arm,100,102includes an inner surface contoured to conform to a side of crossbar26. Either or both of the inner surfaces may include a pad. The pad may include a compressible material to aid in a clamping action of fork mount12on the crossbar, and may be textured or have a surface material with a high frictional coefficient to improve grip on the crossbar. Improved grip of arms100,102may be desirable in order to prevent tail mount18from sliding along the long axis of crossbar26or twisting relative to the axis. In other examples, tail mount18may be coupled to crossbar22by any effective means. For example, the tail mount may include a flexible strap extending around the crossbar, or may be bolted to the crossbar. For another example, tail mount18may comprise a portion of a tray rack that is coupled to first and second crossbars of a vehicle. Wheel clamp assembly90includes wheel tray28and two buckles106fixed on opposing sides of the wheel tray. A strap108extending through rear wheel20between the spokes of the wheel and engaging with buckles106secures the rear wheel against wheel tray28. Wheel clamp assembly90may pivot about an axis parallel to the long axis of crossbar26, such that rear wheel20may be held securely against wheel tray at points around the rim of the wheel different from a lowest point of the wheel. Strap108is releasably anchored in a first of buckles106, passed through rear wheel20and inserted in the second of buckles106. A plurality of teeth110on strap108engage in a ratcheting manner with the second buckle, securing rear wheel20with increasing tension as strap108is drawn through the buckle. To release strap108, a lever portion of the second buckle may be pivoted to disengage from teeth110and allow the strap to be pulled from the buckle. Example 2 As shown inFIGS.6-11, this section describes a fork mount generally indicated at210. Fork mount210includes a connector assembly212and a head portion214. The head portion is configured to selectively clamp to a first crossbar on a vehicle rooftop, where the crossbar has a long axis oriented perpendicular to a longitudinal axis of the vehicle. The connector assembly is configured to secure a bicycle front fork to the head portion. Head portion214is comprised of an upper half216and a lower half218, where the lower half is pivotable relative to the upper half. Upper half216and lower half218may open similarly to clamp jaws and the crossbar may be received between the upper and lower halves. Head portion214has a first end220and a second end222, defining a mount axis224that is generally perpendicular to the crossbar when fork mount210is clamped to the crossbar. Lower half218pivots about a bar226disposed proximate the first end, while the second end opens to receive the crossbar. As shown inFIG.7, upper half216includes a lower surface228contoured to closely conform to an upper surface of the crossbar. One or more pads230may be disposed on the lower surface, comprised of a compressible material that may also be suitable to improve grip of a clamping action on the crossbar or limit scoring and other damage to the crossbar due to a clamping action. Lower half218includes an upper surface232similarly contoured to closely conform to a lower surface of the crossbar. Upper half216further includes two bar cradles234,236with first cradle234disposed at a position spaced vertically upward from second cradle236, as shown inFIG.8. Both bar cradles234,236are disposed at first end220of head portion214. Lower half218includes corresponding bar226, disposed at first end220and shaped to be accepted by either of the bar cradles. When the bar is received by a bar cradle, lower half218is pivotable about the bar, relative to upper half216. Bar226and cradles234,236may be parallel to the crossbar, such that lower half218pivots in a plane perpendicular to the crossbar. A user of fork mount210may seat bar226in a chosen cradle, when clamping the mount to a crossbar of a vehicle. The choice of bar cradle may determine a spacing between lower surface228of upper half216and upper surface232of lower half218, which is the space available to accommodate the crossbar. When the bar is received in first bar cradle234, fork mount210may effectively grip a crossbar with a smaller cross-sectional area or diameter. When the bar is received in second bar cradle236, fork mount210may accommodate a larger crossbar. Some examples may include one or more additional bar cradles, to accommodate a greater range of crossbar diameters. In some examples, lower half218may be pivotably fixed to upper half216in a single permanent configuration. A clamp actuator238selectively secures upper half216and lower half218in a clamped position on the crossbar. In the pictured example, clamp actuator238is comprised of a T-bolt240and a handle242screwed or otherwise coupled to a top end of the bolt. A passage244extends vertically through upper half216of head portion214, proximate second end222. A shaft246of T-bolt240extends through passage244and is retained in the passage by a combination of handle242at a top side of passage244, and a head248of the T-bolt at a bottom side of the passage. An aperture250corresponding to passage244and sized to receive bolt head248extends through lower half218. The aperture may have a vertical extent through lower half218, and a lateral extend corresponding to a length of bolt head248. The lateral extent of aperture250may be aligned with mount axis224. To clamp the crossbar, handle242may be employed to urge T-bolt240downward through aperture250and thereby move bolt head248clear of lower half218. The handle may then be rotated, until bolt head248is aligned with a recess252in the lower surface of lower half218as shown inFIG.9. When the handle is released, the nut may be retained by the recess, thereby maintaining the upper and lower halves in the clamped position. In the pictured example, recess252is elongate and conforms closely to bolt head248. A long axis of recess252is oriented generally perpendicular to the lateral extent of aperture250, and to mount axis224. In other examples, recess252may have any effective shape and may be oriented at any angle relative to aperture250. Lower half218may also include any features or fasteners appropriate to selectively engage T-bolt240. Once bolt head248is received in recess252, T-bolt240may be prevented from rotating. The handle may then be rotated relative to the bolt and screwed further onto the bolt. The upper half may be thereby urged toward lower half218, and the fork mount may be securely clamped onto the crossbar. Referring again toFIG.8, the shaft of T-bolt240has a circular cross-section while passage244is elongate. That is, the passage does not conform closely to T-bolt240and instead is spaced from the bolt along a direction generally parallel to mount axis224. Similarly, aperture250may be longer than bolt head248. T-bolt240may therefore be able to extend through upper half216and lower half218at a range of angles. That is, T-bolt240may form an angle with mount axis224other than 90 degrees.FIG.7shows an example of such a configuration. As lower half218pivots around bar226, aperture250may be moved relative to passage244along mount axis224. T-bolt240may angle to accommodate this relative movement and extend through aperture250when the aperture is not vertically aligned with passage244. Bolt head248may also be retained in recess252at a range of angles, due to the corresponding rounded shapes of the nut and recess, shown inFIG.9. Therefore, lower half218may be clamped at a range of pivot positions, allowing fork mount210to clamp a range of crossbar sizes. As shown inFIG.7, a cover254is mounted on upper half216. The cover opens by pivoting about a bar256mounted in upper half216, generally perpendicular to mount axis224. The cover may latch closed by means of a snap-fit feature, or other fastener. Handle242has an elongate shape and extends up through cover254. The cover includes an aperture that closely conforms to handle242, when the handle is aligned with mount axis224as shown. Referring again toFIG.8, handle242may be coupled to T-bolt240such that the length of the handle is generally perpendicular to the length of bolt head248. As a consequence, handle242may only be admitted to the aperture in cover254when bolt head248is aligned with recess252of lower half218. Effectively, cover254may only be closed when head portion214is clamped. This may serve as a visual indicator of the mount's clamp status to a user of fork mount210, and may help prevent the user from neglecting to clamp the mount before securing a bicycle to the mount. Handle242is also prevented from rotating when cover254is closed. Cover254may therefore serve to further secure head portion214to the crossbar, and prevent accidental disengagement of the clamp during transportation of a bicycle. In other examples head portion214may be monolithic, and may clamp to the first crossbar by other mechanisms. Any appropriate clamp or selective attachment may be included in the head portion. For example, head portion214may be configured to attach to a specific geometry of a particular crossbar design. For another example, head portion214may be configured to attach to an adaptor, that in turn engages a crossbar. As shown inFIG.8, another passage258extends laterally through first end220of upper half216, in a direction parallel to the longitudinal axis of the crossbar. In some examples passage258may extend through lower half218, or another part of head portion214. The lateral passage is of sufficient size to accommodate connector assembly212, which comprises a pair of selectable annular inserts260and an interchangeable skewer262with a cam lever264and an adjustment knob266. Each insert includes an outer engaging surface268, a grip270, and a lateral clamping surface272. Outer engaging surface268of each insert is configured to engage an interior surface274of passage258. Different configurations of the outer engaging surface may be employed to secure inserts260to head portion214. In the pictured example, outer engaging surface268and a portion of interior surface274are threaded, such that the insert may be screwed into passage258. In an alternative example, outer engaging surface268and interior surface274may be shaped as complimentary cones. A projection may be disposed on the outer engaging surface, and a channel of sufficient size to accommodate the projection may be recessed into interior surface274. The channel may extend laterally along the interior surface for some distance, and then deflect to one side at least sufficiently to accommodate the projection in the deflected portion of the channel. When the insert is installed, the projection may be aligned with the channel and the insert slid into passage258, then the insert may be twisted to bring the projection into the deflected portion of the channel. The insert may be thereby retained in passage258and secured to head portion214. Grip270and lateral clamping surface272remain proud of head portion214when the insert is fully secured in passage258. The grip may include a textured surface or be composed of a material appropriate to assist in the manual rotation of the grip. Grip270may facilitate installation of the inserts into head portion214, and may remain proud of the surface of the head portion in order to facilitate removal. Skewer262is of sufficient length to protrude through apertures in the tines of a bicycle front fork, passage258, and inserts260. The skewer has two ends, a first threaded end276and a second end278with cam lever264. Adjustment knob266may be screwed onto the threaded end of the skewer once the skewer has been inserted through passage258and inserts260. FIG.10is a side view of connector assembly212. Cam lever264has two positions, clamped and unclamped, and is shown in the clamped position. The lever pivots around an axis perpendicular to skewer262defined by a bar280that is coupled to the skewer. In addition, a brace282configured to engage cam lever264is slidably mounted on skewer262proximate the lever. The distance between lateral clamping surfaces272defines a fork spacing284that may be a standard spacing from a set of fork spacing standards for bicycle front forks. Fork spacing284may also correspond to a wheel hub width. The fork spacing may be determined by a spacing dimension286of each insert260, from an outer edge of grip270to clamping surface272. Each annular insert260also has an inner channel with a diameter288, shown inFIG.11. Inner diameter288corresponds to a standard for bicycle axle diameter. The inner diameter288may also correspond to diameter290of interchangeable skewer262which in turn conforms to an axle size standard for bicycle front wheel axles. A plurality of insert pairs may be provided as part of the bicycle carrier, having a plurality of fork spacings and inner diameters. Any appropriate combination of fork spacing and axle diameter may be represented in the provided insert pairs. It should be noted that the inner diameters of any two pairs of inserts may differ, but the inner diameters of the two inserts of a pair may match. If new standards for bicycle axle diameter or fork spacing are developed after a bicycle carrier has been put into use, additional inserts or skewers that conform to the new standards may be made available separately. Prior to securing a bicycle to the fork mount, a user may select a pair of inserts260with dimensions appropriate to the particular bicycle being secured. Each pair of inserts may be configured to be secured in the fork mount, and to accommodate an interchangeable skewer. Once a pair of inserts260has been selected and secured in the fork mount, the user may select a skewer262corresponding to the same axle standard as the selected inserts.FIG.11shows four exemplary inserts A, B, C, D, each representing one of a pair of matching inserts. Inserts A, B, and C have the same spacing dimension286, but ascending inner diameters288. By contrast, insert D has the same inner diameter as insert C, but has a greater spacing dimension. Therefore, inserts A, B, and would all be appropriate for bicycles made according to the same front fork spacing standard, but according to differing axle standards. Different interchangeable skewers262would be appropriate for the three inserts. However, the same skewer may be used with inserts C and D. In some examples, tines of a bicycle front fork may include features configured to engage lateral surfaces of wheel hub. Clamping surface272of inserts260may be dimensioned or otherwise configured to engage such a feature. For instance, tines of a bicycle front fork may include a circular recess disposed about the dropout and a diameter of clamping surface272may correspond to a diameter of the lateral surface engaged on the wheel hub. To secure bicycles with a drop-out style front forks, skewer262may be inserted through passage258and both inserts260of the fork mount with cam lever264in the open position. Adjustment knob266may be screwed onto threaded end276of the skewer until the knob and brace282are approximately correctly spaced from inserts260. The dropouts of the bicycle front fork may then be placed over skewer262, and cam lever264may be pivoted to clamped position. Adjustment knob266may be employed to further secure the tine and adjust the skewer while the cam lever remains in clamped position. To secure bicycles with through-axle style front forks, skewer262may be interchanged for the axle of the front fork. The fork tines may be positioned abutting lateral clamping surfaces272of inserts260, and the axle may be inserted through inserts260, and the tines. The axle may be secured to the front fork according to the design of the bicycle. For instance, the axle may be threaded into a tine of the front fork, a cam lever may be engaged, and/or any method used to secure the axle when mounting a wheel to the front fork. When either type of front fork is secured, a first tine of the front fork is clamped between lateral clamping surface272of a first insert260and brace282, and the second tine of the front fork is clamped between lateral clamping surface272of the second insert and adjustment knob266. Example 3 As shown inFIGS.12-14, this section describes a tail mount generally indicated at310. Tail mount310includes a tail portion312and a wheel clamp assembly314. The tail portion is configured to selectively clamp to a crossbar of a vehicle rooftop rack, where the crossbar has a long axis oriented perpendicular to a longitudinal axis of the vehicle. The wheel clamp assembly is configured to secure a bicycle rear wheel to the tail portion. Any appropriate clamping mechanism may be used to clamp tail portion312to the second crossbar. In the example shown inFIGS.12-13, tail portion312includes a body316, a first arm318, a second arm320and a clamp actuator322with a handle324. First arm318is formed on body316, proximate one end and extending down from the body. Second arm320is slidably coupled to body316, extending down in a direction matching first arm318. The second arm is also operatively coupled to clamp actuator322, such that when handle324is rotated the actuator urges the second arm toward first arm318, in order to clamp the crossbar between the first and second arms. First arm318and second arm320may be contoured to conform closely to opposite sides of the crossbar. As shown inFIG.12, wheel clamp assembly314includes a base326, a wheel tray328, and a strap330. A rear wheel of a bicycle may rest on wheel tray328, and be secured in position by strap330. A channel may also be formed in an upper surface332of the wheel tray, to aid in correct positioning of the wheel. Base326is screwed or otherwise coupled to a top portion of body316, thereby securing the wheel to tail portion312and thus securing the wheel to the crossbar. Strap330is received and secured by two buckles334on opposing sides of wheel tray328. In the pictured example, a first end of strap330includes a bead336for retaining or anchoring the strap in one of buckles334, against upward tension. The strap and buckle may also include releasable snap-fit features to retain the strap in the buckle against gravity or other forces. In order to anchor the first end of strap330, a second end of the strap may be inserted from below, and up through the buckle until bead336engages the buckle. The first end of strap330may be releasable from the buckle so that the strap may be anchored in the other of buckles334, to provide easy access on either side of a vehicle. Once the first end of strap330is anchored in one of buckles334, the second end of strap330may be passed through the spokes of the bicycle's rear wheel and then through the other of the buckles, to the extent necessary to secure the rear wheel of the bicycle to wheel tray328. Strap330includes teeth for ratcheting receipt in either buckle, to hold tension on the strap and keep the wheel secured. A lever component338in each buckle may be actuated to release the teeth when adjusting strap330or removing the secured bicycle. Also, buckles334may pivot around an axis perpendicular to both wheel tray328and the long axis of a clamped crossbar, allowing a greater range of strap orientation to secure wheels and tires of varying dimensions. Strap330may be of any appropriate durable material, for example plastic or cut-resistant woven nylon fabric. In some examples, other types of adjustable buckle mechanism may be used, such as a ratchet strap. Any effective mechanism may be used to secure the rear wheel to wheel tray328. As shown inFIG.13, base326has an upper convex surface340. An elongated central aperture342extends longitudinally in the convex surface, and wheel tray328includes a central aperture344laterally aligned with aperture342. A bolt, not pictured, may extend through apertures342and344to secure wheel tray328to base326by engaging with a top nut346and a bottom nut348. Bottom nut348is disposed at an underside of elongated central aperture342, and top nut346is disposed at an upper end of wheel tray central aperture344. A recess350is formed in an upper surface332of wheel tray328and about central aperture344, to receive top nut346such that the nut is flush with upper surface332. Wheel tray328is configured to be secured at a plurality of positions along upper convex surface340of base326. As shown inFIG.14, wheel tray328has a convex lower abutting surface352configured to rest on the upper convex surface of the base. Central aperture344may be laterally aligned with elongated central aperture342at any point along the longitudinal extent of aperture342, and the bolt secured accordingly. Each position along upper convex surface340corresponds to a longitudinal position relative to the longitudinal axis of the vehicle. Top nut346is a barrel nut with a generally circular cross-section, other than a recessed area to receive a head of the bolt. Recess350of wheel tray328is rounded to conform to top nut346, and allows the nut to be retained at any angle. Central aperture344is larger than the shaft of a bolt appropriate to mate with top nut346and bottom nut348, and may be longitudinally spaced from the bolt. Therefore, the bolt may extend through central aperture344at a range of angles. Together, these features may facilitate rotation of wheel tray328relative to base326, as measured around the long axis of the crossbar. Wheel tray328may be pivoted through a range of angles, and may be secured at a desired angle when bolted to base326. A position and an angle for wheel tray328may be chosen to accommodate the dimensions of the bicycle, so that the rear wheel of the bicycle rests securely on upper surface332of the wheel tray.FIG.14shows wheel tray328in a first position354corresponding to a first position and angle, and a second position356corresponding to another position and another angle. Second position354may be appropriate for a longer bicycle than first position354. Any appropriate combination of position and angle may be selected by a user. In some examples, wheel tray328may be permanently fixed to base326or to the tail portion. The wheel clamp assembly may be pivotably coupled to the tail portion, or may be coupled at a fixed angle. In the present example two nuts and a bolt secure the wheel tray to the base, but in other examples any effective arrangement of fasteners may be used. Wheel tray328is shown with a curved and elongated shape. In other examples, the tray may be planar or contoured, may be square, circular, or any appropriate shape. CONCLUSION It is believed that the disclosure set forth herein encompasses multiple distinct inventions with independent utility. While each of these inventions has been disclosed in its preferred form, the specific examples thereof as disclosed and illustrated herein are not to be considered in a limiting sense as numerous variations are possible. The subject matter of the disclosure includes all novel and non-obvious combinations and subcombinations of the various elements, features, functions and/or properties disclosed herein. Similarly, where the claims recite “a” or “a first” element or the equivalent thereof, such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. The various structural members disclosed herein may be constructed from any suitable material, or combination of materials, such as metal, plastic, nylon, plastic, rubber, or any other materials with sufficient structural strength to withstand the loads incurred during use. Materials may be selected based on their durability, flexibility, weight, and/or aesthetic qualities. Although the present disclosure has been provided with reference to the foregoing operational principles and examples, it will be apparent to those skilled in the art that various changes in form and detail may be made without departing from the spirit and scope of the disclosure. The present disclosure is intended to embrace all such alternatives, modifications and variances. Where the disclosure recites “a,” “a first,” or “another” element, or the equivalent thereof, it should be interpreted to include one or more such elements, neither requiring nor excluding two or more such elements. Furthermore, any aspect shown or described with reference to a particular example should be interpreted to be compatible with any other example, alternative, modification, or variance. It is believed that the following claims particularly point out certain combinations and subcombinations that are directed to one of the disclosed inventions and are novel and non-obvious. Inventions embodied in other combinations and subcombinations of features, functions, elements and/or properties may be claimed through amendment of the present claims or presentation of new claims in this or a related application. Such amended or new claims, whether they are directed to a different invention or directed to the same invention, whether different, broader, narrower or equal in scope to the original claims, are also regarded as included within the subject matter of the inventions of the present disclosure. | 44,879 |
11858472 | DETAILED DESCRIPTION Identical parts are provided with the same reference signs in the different variants of embodiment. A wiper device10having an adapter unit12, a wiper arm14, and a wiper blade16is schematically shown in a lateral view inFIG.1. The wiper blade16is configured as a flat wiper blade. The wiper blade16is provided for cleaning a vehicle glass18. The adapter unit12has a cover element20. The adapter unit has a base element22. The wiper arm16has a wiper rod24. In the exemplary embodiment, a direction of main longitudinal extent of the wiper arm adapter unit is disposed so as to be parallel to a wiper arm direction26. A direction of main longitudinal extent of the wiper blade is disposed so as to be parallel to the wiper arm direction. In advantageous variants, the direction of main longitudinal extent of the wiper arm adapter unit is disposed so as to be at least largely parallel to a wiper arm direction26. In advantageous variants, the direction of main longitudinal extent of the wiper blade is disposed so as to be at least largely parallel to the wiper arm direction. The cover element has a wind deflector face28. The wind deflector face has a wind deflector face periphery30. The wind deflector face periphery30in the exemplary embodiment shown is configured as a pentagon. FIG.2shows a lateral view of the cover element in the wiper arm direction26.FIG.2is a section along the line (seeFIG.1). The image plane ofFIG.2is disposed so as to be perpendicular to the wiper arm direction26. The wind deflector face28and a direction of an incident flow of wind [[30]]31 enclose the main angle32of 35°. The main angle is defined between the direction of an incident wind flow and a tangential plane of a mean normal vector34of the wind deflector face. The tangential plane lies so as to be perpendicular to the image plane ofFIG.2, or parallel to the wiper arm direction26, respectively, and inFIG.2is represented by an intersection line36of the tangential plane with the image plane. The wind deflector face28is configured so as to be convex along the direction of an incident wind flow. In variants of the adapter unit, the wind deflector face is at least in regions configured so as to be convex, in particular convex along the direction of an incident wind flow. A face of the adapter unit being configured so as to be convex is in particular to be understood such that the face curves out of the adapter unit. In further variants of the adapter unit, the wind deflector face is at least in regions configured so as to be concave, in particular concave along the direction of an incident wind flow. A face of the adapter unit being configured so as to be concave is in particular to be understood such that the face curves into the adapter unit. FIG.3shows a front view of the cover element20. The image plane ofFIG.3is disposed so as to be perpendicular to the mean normal vector34(seeFIG.2). The wind deflector face periphery30has a side38facing the wind. The wind deflector face periphery30has a side40facing away from the wind. The wind deflector face periphery30has a right side42. The wind deflector face periphery30has a rear left side44. The wind deflector face periphery30has a front left side46. The side facing away from the wind and the right side define a rear angle48of 135°. The rear angle48lies within the wind deflector face28. The rear left side and the front left side define a left-hand angle50of 85°. The left-hand angle50lies within the wind deflector face28. The side facing the wind in relation to the side facing away from the wind is disposed at a front right-hand angle52of 3.0°. The front right-hand angle52lies outside the wind deflector face28. The front right-hand angle52is defined between an imaginary first auxiliary straight line53and the side facing the wind. The first auxiliary straight line is disposed so as to be parallel to the side facing away from the wind. The front left side in relation to the side facing away from the wind is disposed at a front left-hand angle56of 20°. The front left-hand angle56lies outside the wind deflector face28. The front left-hand angle56is defined between the first auxiliary straight line53and the front left side. The front left side in relation to the right side is disposed at an internal angle58of 28°. The internal angle58lies within the wind deflector face28. The internal angle58is defined between an imaginary second auxiliary straight line60and the right side. The second auxiliary straight line60is disposed so as to be parallel to the front left side. In the exemplary embodiment the wind deflector face28has a button62. The button is configured as a latching button and in the case of a wiper arm assembled or latched, respectively, in the adapter unit is disposed so as to be largely centric in a button opening64(seeFIG.3).FIG.4shows the adapter unit in which the wiper arm is not latched. The button bears on an upper edge66of the button opening. In the exemplary embodiment the upper edge66of the button opening is oriented so as to be parallel to the side38facing the wind. In variants, the upper edge66of the button opening is oriented so as to be largely parallel to the side38facing the wind. A lower edge68of the button opening that is opposite the upper edge66in the exemplary embodiment is oriented so as to be parallel to the side38facing the wind. In variants, the lower edge68is oriented so as to be largely parallel to the side38facing the wind. A right edge70of the button opening in the exemplary embodiment is oriented so as to be parallel to the right side42. In variants, the right edge70is oriented so as to be largely parallel to the right side42. A left edge72of the button opening that is opposite the right edge70in the exemplary embodiment is oriented so as to be parallel to the right side42. In variants, the left edge72is oriented so as to be largely parallel to the right side42. FIG.5shows a detailed view of the button opening64having the button62. In the exemplary embodiment an upper lateral edge74of the button62is disposed so as to be parallel to the upper edge66. The upper lateral edge74is disposed so as to be parallel to the side38facing the wind. In variants, the upper lateral edge74is disposed so as to be largely parallel to the upper edge66. In variants, the upper lateral edge74is disposed so as to be largely parallel to the side38facing the wind. In the exemplary embodiment a lower lateral edge76of the button62is disposed so as to be parallel to the lower edge68. The lower lateral edge76is disposed so as to be parallel to the side38facing the wind. In variants, the lower lateral edge76is disposed so as to be largely parallel to the lower edge68. In variants, the upper lateral edge76is disposed so as to be largely parallel to the side38facing the wind. In the exemplary embodiment a right lateral edge78of the button62is disposed so as to be parallel to the right edge70. The right lateral edge78is disposed so as to be parallel to the right side42. In variants, the right lateral edge78is disposed so as to be largely parallel to the right edge70. In variants, the right lateral edge78is disposed so as to be largely parallel to the right side42. In the exemplary embodiment a left lateral edge80of the button62is disposed so as to be parallel to the left edge72. The left lateral edge80is disposed so as to be parallel to the right side42. In variants, the left lateral edge80is disposed so as to be largely parallel to the left edge72. In variants, the left lateral edge80is disposed so as to be largely parallel to the right side42. The upper lateral edge74, the lower lateral edge76, the right lateral edge78, and the left lateral edge80form a button contour82of the button62. A button contour is a border of the button. The right lateral edge78and the left lateral edge80are two opposite lateral edges of the button contour82of the button. A lateral view of the button62viewed from the wiper arm direction26is depicted inFIG.6. The drawing plane ofFIG.6lies so as to be perpendicular to the wiper arm direction26.FIG.6is a section through the button as per the line VI-VI (seeFIG.1). The button62has a spring which is configured as an arcuate piece84. The arcuate piece has three ribs86. The ribs86are in each case oriented so as to be radial to an arcuate piece center88. The ribs86are in each case disposed on an external periphery of the arcuate piece. In the exemplary embodiment the cover element20is fixedly connectable to the base element22by way of a latching connection which is not shown. The base element22has a wiper arm receptacle which is not shown. The wiper arm receptacle is configured for coupling to the wiper arm such that the wiper arm is pivotable or rotatable, respectively, about a mounting axis90(seeFIG.2). The mounting axis90in the exemplary embodiment is oriented so as to be parallel to the direction of an incident wind flow31. The base element22is configured for receiving the wiper blade by way of a plug connection which is not shown. FIG.7shows a section through an alternative embodiment of the adapter unit, perpendicular to the wiper arm direction26. The adapter unit12has a wiper arm adapter unit92. The wiper arm adapter unit has the wind deflector face28. The wiper arm adapter unit has a wiper arm opening which is not shown and which is configured for receiving the wiper arm. The wiper arm opening is an opening for a receptacle duct into which the wiper arm can be introduced. The receptacle duct runs so as to be largely parallel to the wiper arm direction. The wiper arm adapter unit in the exemplary embodiment has the button as a fixing means which is provided for releasably coupling the wiper arm to the wiper arm adapter unit. The wiper arm adapter unit92has a wiper blade adapter unit receptacle94which is provided for receiving a wiper blade adapter unit96so as to be pivotable about the mounting axis90. The wiper blade adapter unit96is configured and provided for receiving the wiper blade16. In advantageous embodiments, the wind deflector face28has a modified, or particular, respectively, surface structure. The surface can at least in regions be roughened and/or have a shark skin structure and/or have a golf ball structure. Such a surface structure influences the airflow flowing across said surface structure. The aerodynamic properties of the wind deflector face can be improved in this way. By selecting the type and arrangement of the modified surface structure it is in particular possible to precisely set contact pressing forces acting by way of the wind deflector face. | 10,639 |
11858473 | DETAILED DESCRIPTION Below, examples of embodiments are described in detail with reference to the attached drawings. First Exemplary Embodiment As shown inFIG.1, a rear windshield glass14that serves as an example of a windshield is mounted at a back door12of a vehicle10. A rear camera16is provided at a vehicle width direction central portion vicinity of the back door12, at a vehicle cabin inner side of a vehicle vertical direction upper end portion vicinity of the rear windshield glass14. The rear camera16images rearward of the vehicle10through the rear windshield glass14. InFIG.2, a reference symbol18is assigned to an imaging range of the rear camera16in the rear windshield glass14. The imaging range18corresponds to a display range displayed at a presenter62, which is described below. The rear camera16is an example of a deposit detector. As illustrated inFIG.3, the rear camera16, together with an electronic inner mirror ECU60, the presenter62and a mode selector switch63, constitutes an electronic inner mirror61. The electronic inner mirror ECU (electronic control unit) is a control unit including a CPU, memory and a nonvolatile storage device. The presenter62is disposed at, for example, a vehicle width direction central portion vicinity above an instrument panel of the vehicle10. A surface of the presenter62is formed as a half-mirror. The rear camera16, the presenter62and the mode selector switch63are connected to the electronic inner mirror ECU60. As operation modes, the electronic inner mirror61is provided with a mirror mode and a camera mode (an image display mode). In the mirror mode, light that is incident on the presenter62is reflected from the surface of the presenter62. In the camera mode, images rearward of the vehicle10that are captured by the rear camera16are displayed at the presenter62. The operation mode of the rear camera16may be switched by an occupant of the vehicle10operating the mode selector switch63. When the operation mode of the electronic inner mirror61is switched by operation of the mode selector switch63, the electronic inner mirror ECU60sends mode switching signals to a washing control ECU72, which is described below. The rear camera16is an example of an imaging device and the presenter62is an example of a presenter. As shown inFIG.1, a rear wiper20is provided at a vehicle vertical direction lower end portion vicinity of the rear windshield glass14. The rear wiper20includes a wiper arm22and a wiper blade26. A proximal end portion of the wiper arm22is fixed to a pivot axle24, which is disposed at a vehicle width direction central portion vicinity of the vehicle vertical direction lower end portion vicinity of the rear windshield glass14. The wiper blade26is coupled to a distal end portion of the wiper arm22. The rear wiper20is operated by driving force from a wiper motor80, which is shown inFIG.3: the driving force from the wiper motor80is geared down and transmitted by a reducing gear mechanism, and turns the wiper arm22about the pivot axle24. As a result, the rear wiper20reciprocatingly moves the wiper blade26on the rear windshield glass14. Thus, as illustrated inFIG.2, the rear wiper20wipes a full wiping range28of the rear windshield glass14(when in a usual mode, which is described below) from a park position (a stowed position) Ps of the wiper blade26to a reverse position Pi of the wiper blade26. The rear wiper20and wiper motor80are an example of a wiping device. As illustrated inFIG.3, a washer nozzle31of a rear washer30that serves as an example of a washing fluid supplier is attached partway along the wiper arm22of the rear wiper20. The washer nozzle31is an example of a washing fluid supply nozzle. Together with a washer tank32, a washer pump33, a motor34and a hose35, the washer nozzle31constitutes the rear washer30. The washer tank32, which stores washing fluid, is provided in an engine compartment of the vehicle10. The washer pump33is attached to the washer tank32and sucks the washing fluid in the washer tank32from a floor portion of the washer tank32. The hose35connects between the washer pump33and the washer nozzle31. When the washer pump33(the motor34) is driven, washing fluid is supplied from the washer pump33to the washer nozzle31via the hose35, and the washing fluid is jetted out from the washer nozzle31onto the rear windshield glass14. The washer pump33and the motor34are shown as separate inFIG.3but may be integrated. As illustrated inFIG.3, an air nozzle36is attached to a distal end portion of the wiper arm22of the rear wiper20. The air nozzle36is an example of an air supply nozzle. The air nozzle36is connected to an air pump38via a hose37. When the air pump38(a motor75) is driven, air is supplied from the air pump38to the air nozzle36via the hose37, and the air is jetted out from the air nozzle36onto the rear windshield glass14. An attachment position and direction of the air nozzle36are adjusted such that, in a state in which the rear wiper20is disposed at a fifth predetermined position P5shown inFIG.2(a position at which the wiper blade26of the rear wiper20is tangential to the imaging range18), the air jetted out from the air nozzle36is blown onto the imaging range18. The air pump38and the motor75are shown as separate inFIG.3but may be integrated. The air nozzle36, hose37, air pump38and motor75are an example of an air supplier. Now, a control system is described. An on-board system56shown inFIG.3includes a bus58. Plural ECUs that perform mutually different kinds of control and plural sensor units are respectively connected to the bus58. Note thatFIG.3depicts only portions of the on-board system56. The plural ECUs connected to the bus58include the electronic inner mirror ECU60and the washing control ECU72. The plural sensor units connected to the bus58include a rain sensor68and a shift position sensor69. The rain sensor68senses raindrops adhering to the windshield glass. The shift position sensor69senses a shift position of a transmission of the vehicle10. The rain sensor68is an example of a droplet detector and of the deposit detector. The washing control ECU72includes a CPU72A, memory72B and a nonvolatile storage device72C. The washing control ECU72constitutes a portion of a vehicle washing device70. A washing program74is stored at the storage device72C. The washing program74is read out from the storage device72C, loaded into the memory72B, and loaded and executed by the CPU72A. Thus, the washing control ECU72executes washing processing, which is described below. The washing control ECU72is an example of a controller. The washing program74may be stored in a non-transitory recording medium such as an HDD, SSD, DVD or the like and may be loaded into the memory72B from the non-transitory recording medium. The washing program74may be recorded at a remote server or the like and may be loaded into the memory72B via a wired or wireless network connection. The washing control ECU72is connected to the wiper motor80via a wiper motor driving section82. The wiper motor80generates the driving force that causes the rear wiper20to reciprocatingly wipe. The washing control ECU72is also connected to a rotation position sensor83and a rear wiper switch84. The rotation position sensor83senses rotation speeds and rotation angles of an output shaft of the wiper motor80. The wiper motor driving section82receives commands for rotation directions and rotation speeds of the wiper motor80from the washing control ECU72, and the wiper motor driving section82controls rotary driving of the wiper motor80in accordance with the commanded rotation directions and rotation speeds. The rear wiper switch84includes an operation selector switch85, for switching operation of the rear wiper20, and a usual operation switch86, for commanding usual operation of the rear wiper20. The operation selector switch85can be switched between contacts at an operation position (ON) for operating the rear wiper20, an automatic operation position (AUTO) for operating the rear wiper20when raindrops are sensed by the rain sensor68and the like, and a stop position (OFF). The usual operation switch86can be switched between contacts at a position for commanding usual operation of the rear wiper20(ON) and a position for not commanding usual operation of the rear wiper20(OFF). The washing control ECU72detects the contact positions of the operation selector switch85and usual operation switch86of the rear wiper switch84. The meaning of the term “usual operation” as used here is intended to include an operation of wiping from the park position to the reverse position without stopping or proceeding in the opposite direction, and wiping from the reverse position to the park position without stopping or proceeding in the opposite direction. The washing control ECU72is connected to the motor34that drives the washer pump33, via a washer pump driving section78. The washer pump driving section78receives commands for operation timings and operation durations of the motor34from the washing control ECU72, and the washer pump driving section78turns on the motor34for the commanded durations at the commanded operation timings. The washing control ECU72is connected to the motor75that drives the air pump38via an air pump driving section76. The air pump driving section76receives commands for operation timings and operation durations of the motor75from the washing control ECU72, and the air pump driving section76turns on the motor75for the commanded durations at the commanded operation timings. Now, operation of the first exemplary embodiment is described. The washing control ECU72executes the washing processing illustrated inFIG.4while an ignition switch of the vehicle10is on. In step150of the washing processing, the washing control ECU72makes a determination as to whether a current operation mode of the electronic inner mirror61is the mirror mode. In the present exemplary embodiment, a usual mode and a special mode are provided as operation modes of the rear wiper20. In the usual mode, the rear wiper20wipes (by the usual operation) the full wiping range28of the rear windshield glass14(the range between the park position Ps and the reverse position Pi). In the special mode, the imaging range18of the rear windshield glass14is preferentially wiped compared to the usual mode. The usual mode is an example of a first mode and the special mode is an example of a second mode. When the current operation mode of the electronic inner mirror61is the mirror mode, the result of the determination in step150is affirmative, the washing control ECU72proceeds to step152, and the operation mode of the rear wiper20is switched to the usual mode. In step152, the washing control ECU72makes a determination as to whether the operation selector switch85of the rear wiper switch84is at the operation position (ON). When the result of the determination in step152is affirmative, the washing control ECU72proceeds to step158. In step158, the washing control ECU72causes the rear wiper20to wipe the full wiping range28of the rear windshield glass14in the usual mode. More specifically, as shown inFIG.5, the wiper motor80is driven at a constant speed such that the rear wiper20reciprocatingly wipes the rear windshield glass14between the park position Ps and the reverse position Pi at a predetermined speed, which is specified in advance. Thus, the full wiping range28of the rear windshield glass14is wiped uniformly by the rear wiper20and appears as an optical image in the presenter62of the electronic inner mirror61that is in the mirror mode, and a field of view rearward of the vehicle10through the rear windshield glass14is assured. FIG.5shows an example in which driving of the washer pump33and jetting out of washing fluid from the washer nozzle31are started when movement of the rear wiper20starts in a wiping period of an outward path of the rear wiper20, and the jetting out of washing fluid from the washer nozzle31is stopped at a timing in the wiping period of the outward path before the rear wiper20wipes the imaging range18(for example, a timing when the rear wiper20reaches a third predetermined position P3shown inFIG.2). However, jetting out of washing fluid in the usual mode is not limited by the example shown inFIG.5: for example, a washing fluid jetting out period may be made shorter; for example, the washing fluid may also be jetted out in a wiping period of a return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. When the result of the determination in step152is negative, the washing control ECU72proceeds to step154. In step154, the washing control ECU72makes a determination as to whether the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO). When the result of the determination in step154is negative, the washing control ECU72returns to step150and wiping operations are not performed by the rear wiper20. When the result of the determination in step154is affirmative, the washing control ECU72proceeds to step156. In step156, the washing control ECU72makes a determination as to whether raindrops have been sensed by the rain sensor68. When the result of the determination in step156is negative, the washing control ECU72returns to step150and wiping operations are not performed by the rear wiper20. When the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO) and raindrops have been sensed by the rain sensor68, the result of the determination in step156is affirmative, the washing control ECU72proceeds to step158, and the full wiping range28of the rear windshield glass14is wiped by the rear wiper20in the usual mode as described above. Alternatively, when the current operation mode of the electronic inner mirror61is the camera mode, the result of the determination in step150is negative, the washing control ECU72proceeds to step160, and the operation mode of the rear wiper20is set to the special mode. In step160, the washing control ECU72makes a determination as to whether the operation selector switch85of the rear wiper switch84is at the operation position (ON). When the result of the determination in step160is affirmative, the washing control ECU72proceeds to step166. When the result of the determination in step160is negative, the washing control ECU72proceeds to step162. In step162, the washing control ECU72makes a determination as to whether the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO). When the result of the determination in step162is negative, the washing control ECU72returns to step150, and wiping operations are not performed by the rear wiper20. When the result of the determination in step162is affirmative, the washing control ECU72proceeds to step164. In step164, the washing control ECU72makes a determination as to whether raindrops have been sensed by the rain sensor68. When the result of the determination in step164is negative, the washing control ECU72returns to step150, and wiping operations are not performed by the rear wiper20. In step166, the washing control ECU72makes a determination as to whether the usual operation switch86of the rear wiper switch84is at the position commanding usual operation of the rear wiper20(ON). When the result of the determination in step166is affirmative, the washing control ECU72proceeds to step158, the operation mode of the rear wiper20is switched to the usual mode, and the full wiping range28of the rear windshield glass14is wiped by the rear wiper20in the usual mode. Therefore, even if the electronic inner mirror61is in the camera mode, the rear windshield glass14is wiped in the usual mode when an operation has been performed via the usual operation switch86to command usual operation of the rear wiper20. When the result of the determination in step166is negative, the washing control ECU72proceeds to step168. In step168, the washing control ECU72makes a determination as to whether the shift position of the transmission of the vehicle10sensed by the shift position sensor69is a reverse position (R). When the result of the determination in step168is affirmative, the washing control ECU72proceeds to step158, the operation mode of the rear wiper20is switched to the usual mode, and the full wiping range28of the rear windshield glass14is wiped by the rear wiper20in the usual mode. Therefore, even if the electronic inner mirror61is in the camera mode, the rear windshield glass14is wiped in the usual mode when the shift position of the transmission of the vehicle10is the reverse position (R). When the result of the determination in step168is negative, the washing control ECU72proceeds to step170. In step170, the washing control ECU72causes the rear wiper20to wipe the rear windshield glass14in the special mode, which wipes the imaging range18of the rear windshield glass14preferentially compared to the usual mode. Examples of operation patterns in the special mode are illustrated below. One example of an operation pattern in the special mode is a partway reverse operation pattern, which is shown inFIG.6. The partway reverse operation pattern is a pattern in which the rear wiper20reciprocally wipes the rear windshield glass14between a first predetermined position P1(seeFIG.2) and the park position Ps. The first predetermined position P1is specified to be between the imaging range18(more specifically, a portion of the imaging range18at the side thereof at which the reverse position Pi is located) and the reverse position Pi. In the partway reverse operation pattern, a wiping range of the rear wiper20is narrower than the full wiping range28that is the wiping range in the usual mode. Therefore, a proportion of a predetermined duration (a wiping period of the rear wiper20) that is spent wiping the imaging range18is higher. Thus, the imaging range18is preferentially wiped. FIG.6shows an example in which jetting out of washing fluid from the washer nozzle31is started when movement of the rear wiper20starts in a wiping period of the outward path of the rear wiper20, and the jetting out of washing fluid from the washer nozzle31is stopped at a timing in the wiping period of the outward path when the rear wiper20reaches the third predetermined position P3(seeFIG.2) before the rear wiper20wipes the imaging range18. Accordingly, direct deposition of the washing fluid in the imaging range18may be suppressed, and disruption occurring in images captured by the rear camera16through the rear windshield glass14may be suppressed. However, jetting out of washing fluid in the partway reverse operation pattern is not limited by the example shown inFIG.6: for example, the washing fluid jetting out period may be made shorter; for example, the washing fluid may also be jetted out in the wiping period of the return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. Note that the third predetermined position is specified to be between the park position Ps and the imaging range18(more specifically, an end portion of the imaging range18at the side thereof at which the park position Ps is located). An alternative example of an operation pattern in the special mode is a partial reciprocating operation pattern, which is shown inFIG.7. The partial reciprocating operation pattern is a pattern in which, as well as wiping the full wiping range28of the rear windshield glass14, the rear wiper20reciprocatingly wipes the rear windshield glass14between the first predetermined position P1and a second predetermined position P2(seeFIG.2) a predetermined number of times. The second predetermined position P2is specified to be between the imaging range18(more specifically, the end portion of the imaging range18at the side thereof at which the park position Ps is located) and the park position Ps. To describe this pattern more specifically, while the rear wiper20is wiping from the park position to the reverse position, the rear wiper20reciprocatingly wipes between the above-mentioned first predetermined position and second predetermined position the predetermined number of times. In the partial reciprocating operation pattern too, the proportion of the wiping period of the rear wiper20that is spent wiping the imaging range18is higher than in the usual mode. Thus, the imaging range18is preferentially wiped. InFIG.7, the rear wiper20reciprocatingly wipes between the first predetermined position and the second predetermined position the predetermined number of times while the rear wiper20is wiping from the park position to the reverse position (outward path wiping), but this is not limiting. For example, the rear wiper20may reciprocatingly wipe between the first predetermined position and the second predetermined position a predetermined number of times while the rear wiper20is wiping from the reverse position to the park position (return path wiping). Further, the rear wiper20may wipe between the first predetermined position and the second predetermined position predetermined numbers of times both during outward path wiping and during return path wiping. FIG.7shows an example in which jetting out of washing fluid from the washer nozzle31is started when movement of the rear wiper20starts in the wiping period of the outward path of the rear wiper20, the jetting out of washing fluid from the washer nozzle31is stopped at a timing in the wiping period of the outward path when the rear wiper20reaches the third predetermined position P3(seeFIG.2) before the rear wiper20wipes the imaging range18and, additionally, the washing fluid is jetted out for a short duration while the rear wiper20is wiping the imaging range18. However, jetting out of washing fluid in the partial reciprocating operation pattern is not limited by the example shown inFIG.7: for example, the washing fluid jetting out period may be made shorter; for example, the washing fluid may be not jetted out while the rear wiper20is wiping the imaging range18; for example, the washing fluid may also be jetted out in the wiping period of the return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. Another alternative example of an operation pattern in the special mode is a speed change operation pattern, which is shown inFIG.8. The speed change operation pattern is a pattern in which, by a duty ratio of driving of the wiper motor80being changed, a wiping speed while the rear wiper20is wiping the imaging range18of the rear windshield glass14is made lower than a wiping speed while the rear wiper20is wiping ranges outside the imaging range18. In the speed change operation pattern too, the proportion of the wiping period of the rear wiper20that is spent wiping the imaging range18is higher than in the usual mode. Thus, the imaging range18is preferentially wiped. FIG.8shows an example in which jetting out of washing fluid from the washer nozzle31is started at a timing in the wiping period of the outward path of the rear wiper20when the rear wiper20reaches a fourth predetermined position P4of the rear windshield14(seeFIG.2) and the jetting out of washing fluid from the washer nozzle31is stopped at a timing in the wiping period of the outward path when the rear wiper20reaches the third predetermined position P3. The fourth predetermined position P4is specified to be between the park position Ps and the imaging range18(more specifically, a portion of the imaging range18at the side thereof at which the park position Ps is located). A distance between the park position Ps and the fourth predetermined position P4is less than a distance between the park position Ps and the third predetermined position P3. However, jetting out of washing fluid in the speed change operation pattern is not limited by the example shown inFIG.8: for example, the washing fluid jetting out period may be made shorter; for example, the washing fluid may also be jetted out in the wiping period of the return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. Another alternative example of an operation pattern in the special mode is an imaging region operation pattern, which is shown inFIG.9. The imaging region operation pattern is a combination of the partway reverse operation pattern shown inFIG.6with the partial reciprocating operation pattern shown inFIG.7. That is, the imaging region operation pattern is a pattern in which the rear wiper20reciprocatingly wipes between the first predetermined position P1and the park position Ps and reciprocatingly wipes a predetermined number of times between the first predetermined position P1and the second predetermined position P2. In the imaging region operation pattern, the reciprocating wiping between the first predetermined position P1and the second predetermined position P2may be intermittent reciprocating wiping that is interspersed with stopped periods, as indicated by “intermittent operation” inFIG.9, and may be continuous reciprocating wiping without the provision of stopped periods, as indicated by “continuous operation” inFIG.9. In the imaging region operation pattern too, the proportion of the wiping period of the rear wiper20that is spent wiping the imaging range18is higher than in the usual mode. Thus, the imaging range18is preferentially wiped. FIG.9shows an example in which jetting out of washing fluid from the washer nozzle31is started at a timing in the wiping period of the outward path of the rear wiper20when the rear wiper20reaches the second predetermined position P2and the jetting out of washing fluid from the washer nozzle31is stopped at a timing in the wiping period of the outward path when the rear wiper20reaches the third predetermined position P3. However, jetting out of washing fluid in the imaging region operation pattern is not limited by the example shown inFIG.9: for example, the washing fluid jetting out period may be made shorter; for example, the washing fluid may also be jetted out in the wiping period of the return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. Another alternative example of an operation pattern in the special mode is a halting operation pattern, which is shown inFIG.10. The halting operation pattern is a pattern in which the rear wiper20reciprocatingly wipes between the first predetermined position P1and the park position Ps, the movement of the rear wiper20stops for a predetermined duration at the third predetermined position P3in the outward path movement of the rear wiper20, as indicated by “stop” inFIG.10, and washing fluid is jetted out from the washer nozzle31for that duration. In the halting operation pattern, the washing fluid jetted out from the washer nozzle31while the movement of the rear wiper20is stopped at the third predetermined position P3infiltrates deposits adhering to the imaging range18, and the imaging range18is wiped thereafter. Thus, the imaging range18is wiped preferentially compared to the usual mode. Jetting out of washing fluid in the halting operation pattern is not limited by the example shown inFIG.10: for example, the washing fluid jetting out period may be made shorter than the period in which movement of the rear wiper20is stopped; for example, the washing fluid may also be jetted out in the wiping period of the return path of the rear wiper20; and, for example, the washing fluid may be not jetted out when raindrops are sensed by the rain sensor68. Another alternative example of an operation pattern in the special mode is a halting air operation pattern, which is shown inFIG.11. The halting air operation pattern is a pattern in which the rear wiper20reciprocatingly wipes between the park position Ps and the fifth predetermined position P5, the movement of the rear wiper20stops for a predetermined duration at the fifth predetermined position P5, as indicated by “stop” inFIG.11, and air is intermittently jetted out from the air nozzle36for that duration. The halting air operation pattern is a favorable operation pattern when the rear windshield glass14is in a wet condition due to rain or the like. Water drops adhering in the imaging range18are blown away by the air being blown into the imaging range18while the movement of the rear wiper20is stopped at the fifth predetermined position P5. In the special mode, by the rear wiper20wiping in any of the operation patterns illustrated above, a degree of cleanliness of the imaging range18of the rear windshield glass14(a degree to which dust, smears and the like are absent) may be restored quickly, and disruption of images captured by the rear camera16and displayed at the presenter62of the electronic inner mirror61in the camera mode may be suppressed. Second Exemplary Embodiment Now, a second exemplary embodiment is described. Structures of the second exemplary embodiment are the same as in the first exemplary embodiment, the same reference symbols are assigned to respective portions, and descriptions thereof are not given here. Portions of washing processing according to the second exemplary embodiment that differ from the first exemplary embodiment are described below with reference toFIG.12. In the washing processing according to the second exemplary embodiment, when the operation mode of the electronic inner mirror61is the camera mode (the result of the determination in step150is negative), the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO) (the result of the determination in step162is affirmative) and raindrops are not sensed by the rain sensor68(the result of the determination in step164is negative), the washing control ECU72proceeds to step174. In step174, the washing control ECU72makes a determination as to whether adherence of a deposit is detected in the imaging range18on the rear windshield glass14. This determination may be implemented by the washing control ECU72executing, for example, the following processing. First, the washing control ECU72acquires from the electronic inner mirror ECU60an imaging device rearward of the vehicle10that has been captured by the rear camera16. Then, on the basis of the image acquired from the electronic inner mirror ECU60, the washing control ECU72calculates an index evaluating a degree of soiling of the imaging range18for the rear camera16on the rear windshield glass14. The index of the degree of soiling of the imaging range18that is employed may be, for example, an index that evaluates an overall degree of soiling (a transmissivity) of the imaging range18. More specifically, an average brightness or a minimum brightness of the whole image may be standardized within, for example, a numerical range from0to100and the standardized value may be employed as the index of the degree of soiling of the washing object. The washing control ECU72makes the determination as to whether a deposit has adhered to the imaging range18by comparing the calculated index of the degree of soiling of the imaging range18with a predetermined value. When the index of the degree of soiling of the imaging range18is equal to or greater than the predetermined value (the degree of soiling is small), the result of the determination in step174is negative, the washing control ECU72returns to step150, and wiping operations are not performed by the rear wiper20. Alternatively, when the index of the degree of soiling of the imaging range18is less than the predetermined value (the degree of soiling is large), the result of the determination in step174is affirmative and the washing control ECU72proceeds to step166. Then, if the result of a determination in step166or168is affirmative, in step158the rear windshield glass14is wiped by the rear wiper20in the usual mode. If the results of the determinations in step166and step168are both negative, in step170the rear windshield glass14is wiped by the rear wiper20in the special mode. Thus, deposits adhering to the imaging range18are quickly removed. In the washing processing according to the second exemplary embodiment, when the operation mode of the electronic inner mirror61is the mirror mode (the result of the determination in step150is affirmative), the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO) (the result of the determination in step154is affirmative) and raindrops are not sensed by the rain sensor68(the result of the determination in step156is negative), the washing control ECU72proceeds to step172. In step172, similarly to step174described above, the washing control ECU72makes a determination as to whether adherence of a deposit is detected in the imaging range18on the rear windshield glass14. When the index of the degree of soiling of the imaging range18is equal to or greater than the predetermined value (the degree of soiling is small), the result of the determination in step172is negative, the washing control ECU72returns to step150, and wiping operations are not performed by the rear wiper20. Alternatively, when the index of the degree of soiling of the imaging range18is less than the predetermined value (the degree of soiling is large), the result of the determination in step172is affirmative and the washing control ECU72proceeds to step166. Then, if the results of the determinations in step166and step168are both negative, in step170the rear windshield glass14is wiped by the rear wiper20in the special mode. Thus, deposits adhering to the imaging range18are quickly removed. In the exemplary embodiments described above, the usual mode and the special mode are provided as operation modes of the rear wiper20. When the operation mode of the rear wiper20is switched to the special mode, the imaging range18of the rear windshield glass14is preferentially wiped by the rear wiper20, and even if a degree of cleanliness of the imaging range18falls, the degree of cleanliness may be quickly restored. If a windshield is, for example, a front windshield glass of the vehicle10, the front windshield glass is continuously within the field of view of an occupant of the vehicle10. Therefore, if a front wiper wiping the front windshield glass is caused to operate in a special mode and the wiping speed, wiping range and the like are changed, this causes disturbance to the occupant of the vehicle10, particularly to a driver. In contrast, when the rear wiper20is operated in the special mode, disturbance caused to an occupant of the vehicle10is slight even when, for example, the rear wiper20stops between the park position Ps and the reverse position Pi. Further, each operation pattern of the special mode is a pattern in which the wiping speed and wiping range are not changed while the rear wiper20is wiping the imaging range18. Therefore, disturbance caused to an occupant of the vehicle10may be made even slighter. In the exemplary embodiments described above, the usual mode is provided as an operation mode of the rear wiper20. When the operation mode of the rear wiper20has been switched to the usual mode, disturbance caused to an occupant of the vehicle10by operation of the rear wiper20may be assuredly prevented. In the exemplary embodiments described above, the operation mode of the rear wiper20is switched in conjunction with switching of the operation mode of the electronic inner mirror61. Therefore, an occupant of the vehicle10may be saved the inconvenience of instructing switching of the operation mode of the rear wiper20. In the above descriptions, a mode is described in which the operation mode of the rear wiper20is switched to the usual mode or the special mode in accordance with the operation mode of the electronic inner mirror61, but this is not limiting. For example, a selector switch may be provided that switches the operation mode of the rear wiper20between the usual mode and the special mode, and the operation mode of the rear wiper20may be switched to the usual mode or the special mode in accordance with switching of the selector switch regardless of the operation mode of the electronic inner mirror61. In this mode, by operating the selector switch, an occupant of the vehicle10may switch the operation mode of the rear wiper20at desired timings. In the above descriptions, a mode is described in which the washer nozzle31is attached to the rear wiper20, but this is not limiting. The washer nozzle31may be attached to the back door12of the vehicle10. In the above descriptions, a mode is described in which the air nozzle36is attached to the rear wiper20, but this is not limiting. The air nozzle36, hose37, air pump38and motor75may be omitted. In the above descriptions, a mode is described in which the rear wiper20is provided at the vehicle vertical direction lower end portion vicinity of the rear windshield glass14, but this is not limiting. For example, the rear wiper20may be provided at the vehicle vertical direction upper end portion vicinity of the rear windshield glass14, in which case the pivot axle24may be provided at a vehicle width direction central portion vicinity of the vehicle vertical direction upper end portion vicinity of the rear windshield glass14. Further, the pivot axle24may be disposed at a vehicle width direction end portion vicinity rather than at the vehicle width direction central portion vicinity. In step166in the first exemplary embodiment and the second exemplary embodiment, the washing control ECU72makes a determination as to whether the usual operation switch86is at the position commanding usual operation of the rear wiper20(ON). However, this step may be omitted, in which case the usual operation switch86may be omitted. In step168in the first exemplary embodiment and the second exemplary embodiment, the washing control ECU72makes a determination as to whether the shift position of the transmission of the vehicle10sensed by the shift position sensor69is at the reverse position (R). However, this step may be omitted. In the first exemplary embodiment, in steps154and162and steps156and164, the washing control ECU72makes determinations as to whether the operation selector switch85of the rear wiper switch84is at the automatic operation position (AUTO) and whether raindrops have been sensed by the rain sensor68. However, these steps may be omitted. The flowcharts inFIG.4andFIG.12are examples; for example, the sequences of processing may be modified as appropriate. The present application claims the benefit of priority of Japanese Patent Application No. 2018-179053, filed in Japan on Sep. 25, 2018, and the disclosures thereof are incorporated into the present specification by reference in their entirety. | 39,023 |
11858474 | DETAILED DESCRIPTION OF THE INVENTION The embodiments explained in the following are preferred embodiments of the invention. In the embodiments, the described components of the embodiments each represent individual features of the invention to be considered independently of each other, which also each develop the invention independently of each other. Therefore, the disclosure also is to encompass combinations of the features of the embodiments other than the illustrated ones. Furthermore, the described embodiments can also be supplemented by further ones of the already described features of the invention. In the figures, identical reference characters each denote functionally identical elements. FIGS.1a,1band1cshow a mounting sequence for arranging and fixing a functional element1, explained in more detail below, to a wiper arm2in a respective perspective view. Herein, the wiper arm2and the functional element1are first illustrated separated in exploded manner inFIG.1a. Herein, it is in particular apparent that the wiper arm2includes a wiper rod3, which is angularly formed in a bend area4. The wiper rod3is fixedly connected to a spring case6on a side opposite to a free end5, which is at least substantially rectangularly formed in cross-section in a connection area7and crimped onto the wiper rod3also at least substantially rectangular in cross-section. The spring case6is connected to a lever element, not illustrated, of the windscreen wiper system in articulated manner via bearing openings8, which is occasionally also referred to as attachment part, which in turn is rotationally fixedly connected to an associated drive shaft of a drive motor. The wiper arm2is pivotable around the axis formed by the bearing pins8with respect to the associated lever element against the spring force of a spring element, which in turn can be hooked in a spring receptacle9at the corresponding end of the wiper rod3, for example to press the wiper arm2and an associated wiper blade, respectively, against the surface of a front windscreen in the operating position. The functional element1comprises a first partial area10and a second partial area11formed integrally with it, within which a continuous receiving channel12for the wiper rod3is provided. Therein, the receiving channel12is at least substantially adapted in cross-section to the approximately rectangular cross-section of the wiper rod3, which has an at least substantially uniform cross-section over its entire extension. Accordingly, the receiving channel12also has a substantially uniform cross-section over its entire length within the functional element1. As is further apparent in synopsis with theFIGS.1band1c, the functional element1can accordingly be fitted or shifted onto the wiper rod3from the free end5until an end13of the first partial area10of the functional element1joins to the connection area7of the spring case6in at least substantially flush manner. In order that fitting of the functional element1onto the wiper rod3up to the spring case6can be effected, the functional element1is manufactured of an elastic material, for example a corresponding plastic, in the first partial area10—starting from the end13—at least over the bend area4. By this soft-elastic material, it is optionally also conceivable that the connection area7of the spring case6is surmounted by the end13of the partial area10of the functional element1in sleeve-like manner. In addition, the end13of the partial area10is surmounted by a conduit part14, via which the functional element1can be supplied with a windscreen cleaning liquid in a manner described in more detail below. Accordingly, at least one supply channel15for windscreen cleaning liquid is formed within the conduit part14, via which the functional element1can be supplied with windscreen cleaning liquid in a manner described in more detail below. This supply channel15further extends also over the partial area10as well as over the partial area11of the functional element1. Accordingly, a windscreen cleaning device16or a part of it is formed in the functional element1such that the wiper arm2is a so-called wet wiper arm in the present case. This means that the windscreen to be cleaned by means of the windscreen wiper system, in particular the front windscreen of the motor vehicle, can be supplied with windscreen cleaning liquid via nozzles, which are carried by the wiper arm2. Therein, the end of the conduit part14of the functional element1is connected to the windscreen cleaning system for windscreen cleaning liquid along with associated pump via a channel arrangement not further shown. Usually, it is accommodated in the front space or engine compartment of the motor vehicle. As is in particular apparent fromFIG.1c, the conduit part14extends on the bottom side of the wiper rod3further up to the interior of the spring case6in the present case. In synopsis of theFIGS.1ato1c, it is furthermore apparent that shifting the functional element1onto the wiper rod3is effected until it—as is apparent fromFIG.1cin the finally mounted position of the functional element1—protrudes from the receiving channel12over a substantial length area at a free end5. Inversely, this means that the functional element1with the partial areas10,11is connected to a length area of the wiper rod3spaced from the free end5of the wiper rod3via the receiving channel12. In other words, the free end5protrudes beyond the partial area11of the functional element1and from the receiving channel12, respectively. The windscreen cleaning device16integrated in the functional element1presently includes a channel system with respective channels integrated in the functional element1, which open into diverse nozzles, via which the windscreen to be cleaned and to be wiped, respectively, and the wiper blade explained in more detail below, respectively, can be supplied with windscreen cleaning liquid. Thus, the windscreen cleaning device16first includes two outer circle nozzles17,18, via which the wiper blade is supplied in the near area of its outer circle, thus that area, in which the wiper blade traverses the largest radius of its surface to be wiped. Therein, the outer circle nozzle17covers an area closer to the functional element1and the outer circle nozzle18covers an area further away from the functional element1near the outer circle of the corresponding wiper blade. In addition, the windscreen cleaning device16includes a plurality of presently five central nozzles19, which all extend at least substantially in a row along the extension direction of the functional element1. The respective nozzles19are accommodated in respectively associated protrusions20protruding from the functional element1and from the wiper arm2, respectively, towards the windscreen to be wiped and to be cleaned in a manner described below. Finally, the windscreen cleaning device16includes at least one inner circle nozzle21, via which the wiper blade of the wiper arm2is supplied with cleaning liquid in the area of its inner circle, in which the wiper blade traverses its shortest radius of the corresponding wiping surface in the wiping operation. Therein, all of the nozzles17,18,19and21can be adjusted such that they apply the cleaning liquid to the windscreen, in particular the front windscreen, at a corresponding distance in front of the wiper blade moving thereto upon a start movement, thus upon an upwards movement of the respective wiper arm2in case of a front windscreen. Optionally, the wiper blade can also be immediately supplied with the windscreen cleaning liquid. Besides the integration of the windscreen cleaning device16, the functional element1includes the further function of wind deflection. Accordingly, the functional element1is formed as a wind deflector22in the present case and includes a wind deflecting contour23on the front and top side, respectively, at least substantially facing away from the nozzles19as well as the wiper rod3to accordingly allow a particularly beneficial overflow of the air usually flowing to the respective wiper arm2and the corresponding wiper blade, respectively, from the front. Thus, the present functional element1is formed as a wind deflector22and for integration of the windscreen cleaning device16. However, it is to be considered as encompassed within the scope of the invention that the functional element1could also perform only one of these two functions. TheFIGS.2ato2cshow the functional element1of the embodiment described in theFIGS.1ato1cin respective partial and perspective bottom views. Therein, the receiving channel for the wiper rod3is in particular apparent fromFIG.2a, which from a third partial area24of the functional element1, which is also formed integrally with the partial areas10and11. Therein, theFIGS.2band2cshow the position of the functional element1when it is completely fitted onto the wiper rod3. In this position, the third partial area24of the functional element1covers the free end5of the wiper rod3, in particular at the front side thereof and on the bottom side thereof—related to the installation position of the wiper arm2. Further, it is apparent that the wiper rod3is arranged recessed with respect to the partial area24. Based on a synopsis of theFIGS.2aand2bwith that according toFIG.2c, it is additionally apparent that the functional element1is arranged secured to the wiper rod3of the wiper arm2in extension direction of the receiving channel12by means of an attachment device25in the present case. In the present case, the securement is effected by means of a flap26, which is pivotably arranged on the functional element1via a film hinge27. If the flap26is inserted by means of a locking element28into a locking receptacle29provided hereto in the area of the receiving channel12, thus, the locking element28also engages with a groove30(FIG.1a) within the wiper rod3. Hereby, an axial securement of the functional element1on the wiper rod virtually results such that the functional element1is correspondingly secured in position after shifting onto the wiper rod3. In theFIGS.3aand3b, the attachment device25is again explained in its functionality in a respective sectional view of the arrangement of the functional element1on the wiper rod3. Herein, it is in particular apparent how the axial securement of the locking element28on the side of the flap26within the locking receptacle29or at the groove30of the wiper rod3results. Based on the different hatchings, it additionally becomes clear from theFIGS.3aand3bthat the functional element1is presently manufactured as a plastic part in a two-component method, for example a two-component injection molding method. Herein, it is in particular apparent that the receiving channel12is formed by a hard component31in the area of the attachment device25. Similarly, the respective channels carrying the cleaning liquid in the second and third partial areas11,24of the functional element1are formed of this hard component31at least in the area of the respective nozzles17,18,19,21. Therebetween, parts can also be formed by a soft component32of the plastic, which incidentally also form the first partial area10and the conduit part14—as already explained. The wind deflector contour23of the functional element1is also formed by the soft component32—as it is apparent from theFIGS.3aand3b. Therein, the components31,32are in particular formed UV-resistant to be correspondingly permanently durable. In theFIGS.4aand4b, an alternative embodiment of the functional element1is illustrated in a respective perspective view. This functional element1is substantially identical to that according to the first described embodiment in its configuration and function such that only the differences are to be addressed below. This functional element1substantially differs in that in it the first partial area10of the functional element1, which extends between the second partial area11and the connection area7of the spring case6, is not provided here. Rather, the functional element1terminates with an end33at a distance before the bend area4and accordingly at a substantial distance before the connection area7of the spring case6. The conduit part14of the functional element1accordingly extends over a substantial length without additional sheathing of the wiper rod3below or inside it up into the spring case6, from where the further connection for supply with the cleaning liquid is effected. Depending on how shortly the functional element1is formed, one or multiple respective inner circle nozzles21can optionally be omitted in some embodiments. Such a configuration for example arises in vehicles of the compact class, in which a relatively low windscreen surface has to be wiped and cleaned, respectively. On a respective passenger's side of a larger windscreen too, such a concept optionally also offers itself. Incidentally, the windscreen cleaning device16integrated in the functional element1has a configuration at least substantially identical to the embodiment already described in context of theFIGS.1ato3b. However—according to length of the functional element1and in particular of the partial areas11and24, respectively—a lower number of central nozzles19can be provided. In the present embodiment too, the locking element28is again apparent, by means of which the functional element1can be secured after fitting onto the wiper rod3. In theFIGS.5aand5b, mounting of a wiper blade34on the corresponding free end5of the wiper rod3, which protrudes from the receiving channel12of the functional element1, is finally illustrated in a respective perspective view. Therein, the wiper blade34includes a wiper blade element35, to which a basic body in the form of a slider36is attached. This slider36is in turn connected to an adapter37in articulated manner such that the wiper blade element35with the slider36can be pivoted relatively to the adapter37to a certain extent. The adapter37includes a receptacle38formed at least partially open in the present case, via which the adapter37and thus the entire wiper blade34, respectively, can be fitted at the free end5of the wiper rod3. Hereto, the receptacle38, which is formed as a type of plug-in receptacle, is adapted in its cross-section and in its shape, respectively, to the cross-section of the wiper rod3. After the adapter37with the receptacle38is fitted onto the free end5of the wiper rod3over a certain length area, a locking device39engages, which includes a corresponding locking element both on the side of the adapter37and on the side of the wiper rod3. This locking device39can for example include a locking pin or the like on the side of the adapter37, which engages with a locking recess on the side of the free end5of the wiper rod3. Therein, the locking device39is detachable by means of an actuating element40in the form of a push button or the like, which has to be pressed towards the wiper blade element39in the present case. In its locked position, this actuating element40penetrates a passage opening42within the partial area24of the functional element1. In the locked position of the locking device39, thus, the actuating element40is at least substantially arranged within this passage opening41and accordingly can be actuated from the front outside to remove the wiper blade34from the free end5of the wiper rod3. Since the functional element1thus is attached to the wiper rod3in a length area of it spaced from the free end5and the adapter37of the wiper blade34is attached to the free end5of the wiper rod, a completely independent respective arrangement and fixing to the wiper rod3results for the functional element1and the wiper blade34. This has the advantage that the wiper blade34can be removed and for example exchanged from time to time completely independently of the functional element1without this having an influence on the functionality of the functional element1. Therein, it is in particular to be taken into account that both the wind deflecting function and the windscreen cleaning function of the functional element1is completely maintained even if the adapter37is removed, but the functional element1remains on the wiper rod3. In contrast to other systems, thus, a part of the wind deflecting device or the windscreen cleaning device is not removed and for example disposed of with the exchange of the wiper blade34, which creates corresponding financial problems and problems arising with respect to the sustainability. Rather, a system is thus provided, in which the connection of the wiper blade34and the connection of the functional element1as well as performing the functions accomplished by the functional element are completely autonomous from each other. Moreover, further elements can be integrated in the functional element1. In particular, a heating for the windscreen cleaning device can also be integrated. Here too, the advantages already described in context of the windscreen cleaning device arise. In theFIGS.6aand6b, a further, alternative embodiment of the functional element1is illustrated in a respective perspective view. This functional element1too is substantially identical to that according to the first described embodiment in its configuration and function such that only differences are to be addressed below. This functional element1substantially differs in that it is composed of two parts42,43, which are integrally connected to each other in the manner of a film hinge. Here, a completely two-part or multi-part variant would optionally also be conceivable. In synopsis with theFIGS.8ato8c, which show a respective cross-sectional view through the functional element1and the wiper rod3, respectively, therein, it becomes apparent in which manner the arrangement and fixing of the two parts42,43and of the functional element1overall, respectively, to the wiper rod3are effected. According to theFIGS.6aand8a, respectively, therein, the functional element1is shifted and/or fitted onto the wiper rod3with opened parts42,43until the wiper rod3—as it is in particular apparent fromFIG.8b— is arranged in its intended receiving channel12, which is formed analogously to the receiving channels12according to the first two embodiments. In other words, the two parts42,43of the functional element1or of the wind deflector22can be mounted on the wiper rod3of the wiper arm2in divided state. Subsequently thereto, the two parts42,43can then be pivoted against each other around the axis formed by the film hinge44or the like and joined together until the parts42,43are connected to each other by means of the attachment device45on the side facing away from the film hinge44in the present case. Herein, the attachment device45includes one or more locking elements46at the one part43, which—as it is in particular apparent fromFIG.8c— engage with each one or more corresponding locking elements in the form of locking receptacles47. Thus, by joining the two parts42,43, the wind deflector22is fixed to the component3of the wiper arm2of the windscreen wiper system. In addition, a respective securing lug48,49is arranged at both parts42,43, which—as it is apparent fromFIG.7—engage with a groove50in the wiper rod3. The securing lugs48,49thus act as an axial securement of the attachment device45in their cooperation with the groove50to avoid displacement of the functional element1in extension direction of the wiper rod3. In the present case, the respective locking elements and locking receptacles46,47, respectively, for connecting the two parts42,43are formed in the elastic plastic component51of the wind deflector22. The respective securing lugs48,49for fixing the functional element1to the wiper rod3are formed in the hard plastic component52of the wind deflector22. The divided design of this functional element1with the parts42and43offers the advantage that the functional element1can be fixed to the wiper rod3in simple manner even if the wiper rod3for example has a non-rectilinear extension or a bend area4. Therein, the functional element1can extend both up to the spring case6and to the connection area7thereof, respectively, and terminate at a distance to this connection area7. Presently, the two parts42,43extend beyond the bend area4of the wiper rod3up to the spring case6. In particular, it is additionally apparent from theFIGS.8ato8cthat—as in the preceding embodiments—the functional element1is formed partially of an elastic plastic component51and partially of a hard plastic component52. In the present case, the receptacle or the receiving channel12is formed of the hard plastic component52at least in the partial area11, but for example also in the partial area10, in the present case, to thus obtain a particularly fixed and secure arrangement of the functional element1on the wiper rod3. In other words, the receptacle or the receiving channel12is divided by both parts42,43of the wind deflector22. In addition, in the present case, all of the liquid-carrying components of the windscreen cleaning device16, thus for example the supply channel15as well as the respective nozzles17,18,19,21, are again at least substantially formed of the hard plastic component52. The components of the windscreen cleaning device16carrying the cleaning liquid are thus particularly dimensionally stably and tightly designed. However, the windscreen cleaning device16is therein—as it is in particular apparent from theFIGS.8ato8c— at least substantially completely integrated in the elastic plastic component51. In the present embodiment, the wiper cleaning device16is additionally integrated in only one of the two parts42,43of the wind deflector22. This in particular has advantages with respect to the tightness since components of the two parts42,43carrying cleaning liquid do not have to be connected to each other. In particular—related to the installation position of the functional element1or of the wind deflector22—a surface53on its visible side is at least substantially completely formed by the elastic plastic component51. Hereby, an optically particularly beneficial impression and moreover a functional element1arise, which is particularly well protected from strokes, impacts or the like. Therein, the elastic plastic component51is preferably formed of a UV-resistant material to be correspondingly persistent. In addition, the elastic plastic component51comprises protrusions54, which for example serve as dampers to protect the functional element1or the wind deflector22as well as the surface of the windscreen to be cleaned. FIG.9ashows in a partial perspective view the functional element1in the form of the wind deflector22as it can be employed in all of the embodiments described above. In synopsis withFIG.9b, which shows a sectional view of the wind deflector22as well as of the wiper blade element35of the wiper blade34, therein, it in particular becomes apparent that respective wind guiding elements in the form of the protrusions20are provided in a linear row related to an extension direction of the wind deflector22on the side thereof arranged to the wiper blade34and windscreen56to be cleaned and to be wiped, respectively. Therein, the respective protrusions20do not necessarily have to be arranged in a linear row, but can of course also be arranged in a row in another shape. Similarly, it is of course principally also conceivable to provide only one protrusion20. Now, as is in particular apparent in synopsis of theFIGS.9aand9b, one of the protrusions20is respectively arranged in the area of a respective nozzle19. More precisely, one of the nozzles19is respectively integrated in the associated protrusion20or arranged in a foot area57of the respective protrusion in the present embodiment. As has already been explained, the respective nozzle19is therein integrated in the area of the corresponding, hard plastic components52of the wind deflector. Therein, a protective channel59joins to the respective nozzle—in exit direction of a jet58of cleaning liquid—which is enlarged in cross-section with respect to the nozzle or the nozzle exit and thus also with respect to the cross-section of the jet58. Accordingly, the protective channel59is not to deflect the jet58of cleaning liquid, but rather protect it from an air flow60, which passes through on the bottom side of the wind deflector22and on the top side of the wiper blade35, respectively. Therein, the protective channel59exits on a front side60of the protrusion20facing the windscreen56and opens there, respectively. In an alternative embodiment, it would optionally also be conceivable to directly position the nozzle19in the area of this front side60, thus, to optionally omit the protective channel59. However, the protective channel59ensures that the jet58of cleaning liquid gets towards the surface of the windscreen56in clean and direct manner. Moreover, the air flow61is illustrated inFIG.9b, which correspondingly passes above and below the wind deflector22, respectively, by means of the wind deflector contour23of the wind deflector22. Therein, the wind deflector contour23includes a trailing edge64on a top side61of the wind deflector22, which has a radius of preferably less than 2 mm. Hereby, a particularly beneficial overflow of the wind deflector22and of the entire wiper arm2with the wiper blade34, respectively, on the one hand, and a particularly beneficial positioning and retainment of the wiper arm2and of the wiper blade34on the surface of the windscreen56over all driving speeds at the same time are achieved. TheFIGS.10aand10bshow an alternative embodiment of the respective wind guiding elements or protrusions20in a respectively analogous perspective view and sectional view, respectively. They are characterized in that they are arranged behind the respectively associated wind guiding element or protrusion20in the direction of the air flow and open on the respective bottom side55. In other words, the nozzles19are at least substantially on the bottom side55or in the near area of this bottom side55of the wind deflector22in the present case. In addition, it is apparent that the respective protrusions have an arcuate contour63in cross-section on the side62respectively facing the nozzle19, which surrounds the jet58of cleaning liquid respectively exiting the nozzle19at a corresponding distance on the front side. In the present case, it is thus achieved by the respective protrusion20that the jet58of cleaning liquid can each exit the nozzle19and the bottom side55of the wind deflector22, respectively, towards the windscreen56in the slipstream of the associated protrusion20. By the arrangement of the nozzles19, protected from the respective air flow, behind the respective protrusions20, thus, a uniform and reliable wetting of the surface of the windscreen56with cleaning liquid is ensured in the present case too. In the present case too, the protrusions20are formed of the soft plastic component51, whereas the nozzles are again formed by the hard plastic component. Thus, it is overall apparent that a wind deflector22with a row of respective wind guiding elements in the form of protrusions20is provided in the present case, which are arranged at a respective distance to each other, such that a particularly beneficial air flow without excessive nozzle effect aerodynamically appears behind the protrusions20on the one hand, such that a jet58respectively exiting the respective nozzles19in the area of the protrusions20directly and uniformly gets to the surface of the windscreen56to be wetted on the other hand. | 27,573 |
11858475 | DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENT The following detailed description and the appended drawings describe and illustrate exemplary embodiments solely for the purpose of enabling one of ordinary skill in the relevant art to make and use the invention. As such, the detailed description and illustration of these embodiments are purely exemplary in nature and are in no way intended to limit the scope of the invention, or its protection, in any manner. It should also be understood that the drawings are not to scale and in certain instances details have been omitted, which are not necessary for an understanding of the present invention, such as conventional details of fabrication and assembly. In certain embodiments, a wiper blade may include an elongate wiper strip, an elongate backing element, a mounting base and a cover. The wiper strip may have a wiping lip, a wide portion, and an intermediate portion between the wiping lip and the wide portion such that the intermediate portion is narrower than the wide portion. The wiper blade may further include an elongate backing element having a top portion from which two opposing, elongate legs descend. Each leg may have an elongate claw that extends towards the opposite leg. The ends of the claws of the two legs may define a gap sized to receive the intermediate portion of the wiper strip. The mounting base may be capable of connecting the wiper blade to a wiper arm, and receiving a force from the wiper arm. In certain embodiments, the backing element slideably engages the wiper strip directly, and the backing element may be pre-shaped and provide distribution of wiper arm force. In certain embodiments, the backing element may include claws along its length that slideably engage a wiper strip and one or more vertebrae. In certain other embodiments, a vertebra may be positioned between the backing element and the wiper strip. In certain embodiments, the backing strip and vertebra or vertebrae may work together to distribute the force from a wiper arm. In certain embodiments, the backing element may slideably engage the wiper strip via a sleeve. The backing element may be elastic, and may have a section on which the mounting base is disposed, such that the mounting base is capable of applying a force from the wiper arm to the backing element, and the backing element is capable of distributing the force along the length of the wiper strip. In certain embodiments, a cover may be provided that surrounds and covers the backing element. In certain embodiments, a wiper blade may a wiper strip having a wide portion and a lip, and an elongate backing element. The backing element may have a top portion, and two opposing legs that descend from the top portion, such that each opposing leg has a claw which extends towards the other opposing leg. A gap may be formed between the claws that is narrower than a width of the wide portion of the wiper strip. The claws, legs, and top portion define a wiper strip cavity sized to receive the wide portion wiper strip. In certain embodiments, the wiper blade may further have a wiper sleeve having a base from which two opposing legs descend, such that each leg of the wiper sleeve has a claw that extends towards the opposing leg of the wiper sleeve, such that the wiper sleeve base, legs and claws define a sleeve cavity that is sized to receive a top strip of the wiper strip. In certain embodiments, the sleeve may include a tongue on the top surface of its base, and the backing element may include an upper recess sized to receive the tongue. In certain embodiments, the wiper strip may have an intermediate portion having a securing groove. The gap between the claws of the backing element may be sized to receive the intermediate portion the wiper strip by engaging the securing groove. In certain embodiments, the backing element may include at least one vertical projection extending downward from the legs. In certain such embodiments, the at least one vertical projection may extend even with, the bottom of the claws. In certain embodiments, the wiper blade may include a cover having at least one notch that engages the at least one vertical projection. In certain embodiments, the wiper blade may include a cover having a top surface from which two opposing legs descend, and two end walls that join the top surface and legs of the cover at respective ends of the cover; wherein the cover is disposed on and covers the backing element. In certain embodiments, the backing element further may have a first end and a second end, each end having an end projection. The end walls of the cover further each may have a securing recess which receives one of the end projections of the backing element. In certain embodiments, each opposing leg of the cover further comprises a bottom claw extending towards the opposing leg. In certain embodiments, a mounting base having a base section may be secured on the top portion of the backing element. In certain embodiments, the backing element may have a central recess, such that the mounting base has a structure extending below the base portion and the central recess is sized and shaped to receive the structure. In certain embodiments, the mounting base may include two opposed vertical side walls extending above and below the base, wherein a rivet is disposed between the opposed vertical side walls, and wherein the structure comprises the portion of the vertical side walls extending below the base. In certain embodiments, a cover having a central recess that encircles the mounting base. In certain embodiments, the base section of the mounting base may include at least one securing peg, and the top portion of the backing element comprises at least one securing hole, such that at least one securing hole receives and secures the at least one securing peg. In certain embodiments, the wiper blade may include a cover having top surface that has a may have spoiler. In certain embodiments, the cover may have interior projections that engage complementary detents in the backing element. In certain embodiments, the interior projections are T-shaped. In certain embodiments, a wiper blade may include a wiper strip having a wide portion and a lip, and an elongate backing element having a top portion, and two opposing legs that descend from the top portion. Each opposing leg may have a claw which extends towards the other opposing leg, such that a gap between the claws may be narrower than a width of the wide portion of the wiper strip. The claws, legs, and top portion may define a wiper strip cavity sized to receive the wide portion wiper strip. A mounting base having a base section that may be secured on the top portion of the backing element. A cover having a top surface from which two opposing legs descend, and having two end walls that may join the top surface and legs of the cover at respective ends of the cover. Each opposing leg of the cover may include a bottom claw extending towards the other opposing leg of the cover. The cover may be disposed on and cover the backing element. The cover may have a central recess that encircles the mounting base. In certain embodiments, a wiper blade may include a wiper strip having a top strip, an elongate backing element having a top portion, and two opposing legs that descend from the top portion. The backing element may also have a first rib portion and a second rib portion extending between the opposing legs along a bottom surface of the top portion; wherein the first rib portion comprises opposed legs descending from the first rib portion, each opposing leg of the rib portion having a claw that extends towards the other opposing leg of the rib portion, such that the opposing legs and claws of the rib portion secure the wiper strip such that the top strip of the wiper strip is held against the first rib portion. FIGS.1-2illustrate a wiper blade1which may have a mounting base2, a cover3, a backing element4, vertebrae6, and a wiper strip7. The mounting base2may be configured to connect to a wiper arm through the use of a connector5or an adapter. One possible connector5which may be used in accordance with the disclosed concepts is depicted inFIG.35. Such a connector is described in U.S. Pat. No. 6,680,340, which is incorporated herein by reference in its entirety. Any other suitable connectors or adapters known in the art may also be used with the disclosed concepts, including the connectors described in U.S. Pat. Nos. 8,806,700 and 9,108,595, and U.S. Publication Nos. 2013/0185889, 2013/0192015, 2014/0283325 and 2015/0251637, which are each incorporated herein by reference in their entireties. Persons of skill in the art will also recognize that the mounting base may be specifically adapted to connect to a particular type of wiper arm directly without the use of a connector or an adapter, including the mounting base designs disclosed in U.S. Publication No. 2014/0082875, which is incorporated herein by reference in its entirety. Similarly, persons of skill in the art will recognize that the cover depicted inFIGS.1and2is exemplary, and that any suitable cover, including covers with a spoiler as shown inFIGS.36-47, may also be used in accordance with the disclosed concepts, including covers having spoilers with constant height and shape, covers having decreasing height, spoilers forming a centered isosceles triangle, or an off-center spoiler (as shown inFIG.47), including covers as described in U.S. Patent Publication Nos. 2012/0266405 and 2013/0205532, which are incorporated herein by reference in their entirety. Additionally, persons of ordinary skill in the art will recognize that any suitable wiper strip known in the art may be used in accordance with the disclosed concepts, including the wiper strips described in U.S. Provisional Application Ser. No. 62/139,383, which is incorporated herein by reference in its entirety. One exemplary mounting base2that may be use in accordance with the disclosed concepts is illustrated inFIGS.2-7. The mounting base is preferably made of steel, though any other suitable material or combination of materials known in the art, including other metals, plastics, rubber, and resins, may also be used. Persons of skill in the art will recognize that any known mounting base may be used with the disclosed concepts, and such mounting bases may be implemented in many different ways, and different design choices may be made with respect to materials for all components, including the mounting base. The mounting base2may have two or more cavity side walls20defining a cavity23therebetween. As Shown inFIG.3, two of the sidewalls20may extend in the longitudinal direction of the wiper blade1, and a rivet21may extend and be secured between same. The mounting base may further have one or more pin holes22to allow the pin of a pin-type wiper arm to pass through and be secured, by a connector5or otherwise. The mounting base may have a base section24between and joining the side walls20. As also shown in thoseFIGS.3-7securing pegs28may be disposed on the base section24. The securing pegs28may engage a securing hole46or recess in the backing element4or in the cover (not shown) via a snap fit, friction fit, or other form fitting connection. The top surface of the backing element4may also have a central opening49, which receives any portions of the mounting base2which extend below the base sections24. Persons of skill in the art will recognize that securing mechanism may be swapped, having the securing holes located in the mounting base2, and the securing pegs located in the cover/backing element. Persons of skill in the art will also recognize that any other suitable securing mechanism known in the art may be used, including detents and recesses, dovetails, opposed projections, and other such structures may be used. Persons of skill in the art will also recognize that the securing mechanism need not be on the top surface of the projecting extension, but may be on the side, or may extend from the side of the shoulder, or any other arrangement known in the art. FIGS.8-15illustrate an exemplary cover3in accordance with the disclosed concepts. The cover may be a single, unitary piece, as shown inFIGS.8-13, or the cover may be made from separate cover sections which may connect to each other or to the mounting base2. The cover3is preferably made of soft, elastic plastic or rubber, though any other suitable material or combination of materials known in the art, such as resins and silicon, for instance, may be used. In some embodiments the cover, or portions thereof may be made from a material having a Shore Hardness A of 70±5 or less. In other embodiments, the cover, or portions thereof may be made from a material having a Shore Hardness A of 60±5 or less. In other embodiments, the cover may be made from multiple materials, or having multiple hardnesses. It may be advantageous to have some portions of the cover, such as the claws made from a harder material, such as one having a Shore Hardness A of 85±5 or greater, or one having a Shore Hardness A of 95±5 or greater. For example, in one such embodiment, the hardness of the claws32may be greater than the hardness of the other parts of the cover3. For example, the claws32may be made from hard plastic, while the other portions of the cover3may be made from a softer plastic or rubber. Persons of skill in the art will recognize that disclosed concepts may be implemented in many different ways, and different design choices may be made with respect to materials for all components, including the cover. The cover3may include a top surface30. As discussed above, any suitable cover known in the art may be used, with or without a spoiler. As shown inFIGS.8-15, the cover3may have a top surface30, from which two legs31may descend, and end walls35joining the top surface and legs of the cover at respective ends of the cover3. The end wall may have a securing recess351, which may receive and secure an end projection48on the backing element4. Each leg may have a bottom claw32which may help to secure the backing element4. In certain embodiments, as shown inFIGS.8-15, the claws may have securing notches or recesses321formed along the length of the claws32. These notches321may receive and secure vertical projections411on the backing element4via a snap fit, friction fit, or other form fitting connection. Persons of skill in the art will recognize that securing mechanism may be swapped, having the notches located in the backing element2, and the projections located in the cover. Persons of skill in the art will also recognize that any other suitable securing mechanism known in the art may be used, including detents and recesses, dovetails, opposed projections, and other such structures may be used. Persons of skill in the art will also recognize that the securing mechanism need not be on the top surface of the projecting extension, but may be on the side, or may extend from the side of the shoulder, or any other arrangement known in the art. The cover3may further have a central opening39which may encircle and/or secure the mounting base2. FIGS.16-24illustrate an exemplary backing element4in accordance with the disclosed concepts. The backing element4is preferably made of hard or resilient, sprint-elastic plastic, though any other suitable material or combination of materials known in the art, including metals, rubber, and resins, for example, may be used. In some embodiments the backing element4, or portions thereof may be made from a material having a Shore Hardness A of 85±5 or greater. In some embodiments the backing element4, or portions thereof may be made from a material having a Shore Hardness A of 95±5 or greater. In other embodiments, the backing element4may be made from multiple materials, or having multiple hardnesses. Persons of skill in the art will recognize that disclosed concepts may be implemented in many different ways, and different design choices may be made with respect to materials for all components, including the mounting base. The backing element may connect to the mounting base2, which in turn is capable of connecting to a wiper arm directly or through the use of a connector5or adapter. The backing element5, alone or with the help of the vertebrae distribute the force received from the wiper arm along the length of the wiper strip7. The elongate backing element4may have a top portion40, from which two opposing legs41descend. Each opposing leg may have a claw42which extends towards the opposing leg. The claws42, legs41, and top portion40may define a wiper strip cavity43sized to receive the wide portion75of a wiper strip7and/or a wiper sleeve47. Similarly, the opposing claws42may define a gap therebetween sized to receive the intermediate portion73of a wiper strip7—which may be narrower than the wide portion75of the wiper strip7—by engaging a recess or securing groove76(these terms may be used interchangeably) adjacent to the intermediate portion73. The backing element4may also have vertical projections411extending from the legs41. As shown inFIGS.22and25, these vertical projections411may project downwards from the legs, to extend even with, or just past, the bottom of the claws42. As discussed above, these vertical projections411may engage the notches or recesses321in the cover3, and may be secured by same. The top portion40of the backing element4may also have an upper recess407. The upper recess47may be sized to receive and secure a tongue477from a wiper strip sleeve47. As discussed above, the backing element4may have a central opening49to receive portions of the mounting base which extend below the base section24, and securing holes46to receive and engage securing pegs28in the mounting base2. As also discussed above, the backing element4may also have other securing structures, including pegs, projections, detents, recesses, holes, shoulders, and any other suitable structure known in the art in order to engage and secure a complementary structure in the mounting base2or cover3. As shown inFIGS.17,21,24and25, the ends of the backing element4may be provided with end projections48which engage end securing recess351in the end walls35of the cover. Persons of skill in the art will recognize that the securing structures may be swapped, such that the end wall35of the cover3have securing projections received by end recesses in the ends of the backing element4, and that any other suitable securing mechanism known in the art may be used, including detents and recesses, dovetails, opposed projections, and other such structures may be used. FIGS.26and27illustrate an exemplary embodiment of a wiper strip sleeve47. The wiper strip sleeve47comprises a base470from which two opposing legs471may descend. Each leg471may further have a claw472extending inwardly perpendicular to the leg471. The sleeve cavity473may be sized to receive a top strip70of a top portion75of a wiper strip7. Further, the claws472extending inwardly towards each opposing leg471may engage a groove74of a wiper strip7such that the top strip70is seated within the sleeve cavity473. Also, the lower claws42of the backing element4may each engage a securing groove76in the wiper strip7. Further, in some embodiments, the opposing lower claws42may define a gap therebetween sized to receive the intermediate portion of73of a wiper strip7, and may secure the intermediate portion73by engaging a recess or securing groove76(these terms may be used interchangeably) adjacent to the intermediate portion73. In some embodiments, the base470of the wiper strip sleeve47may have a tongue477that may be sized to engage the upper recess407of the backing element4. FIGS.28and29illustrate an exemplary wiper strip7that may be used in accordance with the disclosed concepts. The wiper strip is preferably made of a soft rubber or plastic, but may be made of any suitable material. The wiper strip may have a top portion75having a top strip70from which an intermediate portion73descends. The top portion75may have one or more grooves74which may house the claws472of a wiper strip sleeve47, or may alternatively house vertebrae or flexors6(these terms may be used interchangeably). The intermediate portion may be sized to fit between the claws42of the backing element4, and may have a recessed portion or securing groove76which is sized to receive the claws42. In some embodiments, as shown inFIG.28, the groove74above the intermediate portion73and below the top strip70, may be formed between the top strip70and intermediate arms744of a wiper strip7. Similarly, the securing groove76of the wiper strip7may be formed adjacent the intermediate portion73between the intermediate arms744and the bottom arms766of a wiper strip. Persons of skill in the art will recognize that any suitable wiper strip may be used in accordance with the disclosed concepts. FIG.30illustrates the combined wiper strip7, wiper strip sleeve47, and backing element4, secured to one another as described above. However, persons of ordinary skill in the art will recognize that alternative methods of securing these elements to one another are possible. For example,FIG.31illustrates an alternative embodiment of the disclosed concepts wherein the wiper strip sleeve47does not feature a tongue477, and the top portion40of the backing element4does not feature an upper recess407. Similarly,FIG.32illustrates an alternative embodiment of the disclosed concepts' backing element4that secures a wiper strip7directly without using a wiper strip sleeve. As shown inFIG.32, backing element4may include an inner rail412which may engage the groove74of the wiper strip, while the claws42engage the securing groove76of the wiper strip7. Similarly, persons of ordinary skill in the art will recognize that the cover3may be secured to the backing element4in any suitable manner known in the art.FIG.33illustrates the manner in which the vertical projections411on the backing element4engage the notches321on the claws32of the cover3in order to secure the cover3to the backing element4. FIG.34illustrates an alternative manner in which the cover3can be secured to the backing element4. In this embodiment, the cover3is provided with both a bottom claw32and a top claw34. Similarly, the backing element4is provided with an outer rail44, which defines a lower recess440and a channel cavity441. In this manner the top claw34of the cover engages and secures the channel cavity441of the backing element4, and the bottom claw32of the backing element4engages and secures the bottom recess440of the backing element. Persons of skill in the art will further recognize that the cover3may optionally have other backing element securing structures, such as pegs, detents, shoulders, projections, recesses, holes, and other such structures known in the art, along the bottom surface38, the legs31, the claws32,34, or the groove formed therebetween, such that these securing structures engage corresponding complementary securing structures in the backing element4, such as holes, shoulders, detents, recesses, projections, pegs and other such structures known in the art, or that these structures can be reversed between the backing element4and the cover3. As discussed above,FIG.35illustrates an exemplary connector that may be used in accordance with the disclosed concepts to connect the mounting base to a wiper arm. Persons of skill in the art will recognize that any suitable connector known in the art may be used with the disclosed concepts, including those set forth above and incorporated by reference. FIGS.36-37illustrate an alternative embodiment of the disclosed concept having a mounting base2, a cover3having a spoiler, a backing element4, a wiper strip7, and vertebrae6. As with the embodiment illustrated inFIGS.1-2, any suitable mounting base, including the mounting base depicted inFIGS.2-7may be used in accordance with the disclosed concepts. FIGS.38-46illustrate the cover3of the embodiment shown inFIGS.36-37. As shown in these figures, the top surface30of the cover3may form a spoiler having an apex300, an attack surface301, and a back surface302. As shown inFIG.46, the attack surface302may be concave. The cover may further have at least one leg31, where the back surface302may blend into, or be in line with the leg31. Thus the bottom portion of the back surface302may also be considered a leg31. As discussed above, the apex300may be alternatively centeredFIG.47, and the back surface may also be provided with an attack surface301such that the spoiler forms an isosceles triangle (with or without concave attack surface sides) such that the front of the wiper blade1functions the same as the back of the wiper blade1. As illustrated inFIG.41, the apex300may end before the end of cover3and merge into the top surface30of the cover3. A wall303may join the attack surface301and the back surface302near the center of the cover3. An end wall35may be provided used to join the ends of the top surface30(including the spoiler300,301,302) and the leg(s)31. The top surface30may have a central opening39, which may encircle and secure the mounting base2. The spoiler300,301,302may be split into two spoiler sections on either side of the opening such that a gap305separates the spoiler sections and allows the mounting base to be disposed therein. Alternatively, as discussed above, the cover may be a one piece of unitary construction (as shown inFIGS.36-46), or may comprise cover sections that join to each other, or are secured to the mounting base. As shown inFIGS.37,39, and42the end wall35may encapsulate and surround the wiper strip7and backing element4. The end wall may further have a securing recess351which may receive an end projection48from the backing element4. The cover further has a bottom surface38, which may be provided with mounting base recesses381to accommodate the base sections24of the mounting base2. The bottom surface may have a spoiler cavity304formed by the surfaces opposite the attack surface301and the back surface302. The spoiler cavity may serve to minimize the weight of the cover, the materials needed to construct same, and the impact of the cover on the distribution of force from a wiper arm. The bottom surface38, together with the legs31and the end walls may define a backing element cavity33, to receive the backing element4. Each leg31may be provided with one or more interior projections311which engage and secure complementary detents412in the backing element. As shown inFIG.45, the interior projections may be T-shaped, or may have any other suitable shaped that can be secured to a complementary structure in the backing element. Persons of ordinary skill in the art will recognize that the structure of interior projections311and the complementary detents412can be swapped between the cover3and backing element4, and that any other suitable structure known in the art, including without limitation, projections, recesses detents, dove tails, etc., may be used to secure these structures to each other. FIGS.46-53illustrate an exemplary backing element4in accordance with the disclosed concepts. The backing element4is preferably made of hard, sprint-elastic plastic, though any other suitable material or combination of materials known in the art, including metals, rubber, and resins, for example, may be used. In some embodiments the backing element4, or portions thereof may be made from a material having a Shore Hardness A of 85±5 or greater. In some embodiments the backing element4, or portions thereof may be made from a material having a Shore Hardness A of 95±5 or greater. In other embodiments, the backing element4may be made from multiple materials, or having multiple hardnesses. Persons of skill in the art will recognize that disclosed concepts may be implemented in many different ways, and different design choices may be made with respect to materials for all components, including the mounting base. The backing element may connect to the mounting base2, which in turn is capable of connecting to a wiper arm directly or through the use of a connector5or adapter. The backing element4is pre-shaped and, alone or with the help of the vertebrae6, distributes the force received from the wiper arm along the length of the wiper strip7. The elongate backing element4may have a top portion40, from which two opposing legs41descend. As discussed above, the backing element4may have a central opening49to receive portions of the mounting base which extend below the base section24, and securing holes46to receive and engage securing pegs28in the mounting base2. As also discussed above, the backing element may also have other securing structures, including pegs, projections, detents, recesses, holes, shoulders, and any other suitable structure known in the art in order to engage and secure a complementary structure in the mounting base2or cover sections3. The legs41of the backing element4may have complementary detents412, which receive and secure inner projections311on the legs31of the cover3. As discussed above, other suitable structures for securing a cover to the backing element known in the art may also be used in accordance with the disclosed concepts. The backing element4may also have a bottom surface400having one or more ribs401extending between the opposing legs41to add additional structural support. Wiper strip clips402may also extend downwardly from the bottom surface400of the backing element4, and secure the wiper strip to the backing element. Each wiper strip clip402may consist of a rib portion4020from which two legs4021descend, such that each leg4021may be provided with a claw4022oriented towards the opposite leg. As shown inFIG.55, the legs4021of the wiper strip clip402may be sized to secure a wiper strip such that the top strip70is held against the rib portion4020of the wiper strip clip402, and the legs extend past the top portion75groove74and intermediate arms744of the wiper strip7and position the claws4021within the securing groove76of the wiper strip7. Vertebrae may be disposed within the grooves74, such that the wiper strip clips402secure both the wiper strip7and the vertebrae6within the backing element4. As discussed above,FIG.35illustrates an exemplary connector that may be used in accordance with the disclosed concepts to connect the mounting base to a wiper arm. Persons of skill in the art will recognize that any suitable connector known in the art may be used with the disclosed concepts, including those set forth above and incorporated by reference. FIG.54illustrates vertebrae in accordance with the disclosed concepts. The vertebrae are preferably made out of metal, such as steel, though may be made from any suitable material. The vertebrae may be made from a spring-elastic material, including spring-elastic metal. Accordingly, the vertebrae6may with the backing element4distribute the force received from a wiper arm along the length of the wiper strip7. Vertebrae6may also be disposed within grooves74in the top portion75of the wiper strip7and add lateral support to the wiper strip7. A type of plastic which can be used to make the backing element, and other structures of the disclosed wiper blades is glass-filled PPO (Modified PolyPhenyleneOxide). Other materials with similar physical properties are ABS, Acetal—Delrin, PET and PBT (Polyester) and Nylon. Glass-filled PPO has excellent thermal and electrical properties, an excellent and fire retardant rating (UL 94 V-1 @0.058″ thick), extremely low water/moisture absorption, very low thermal expansion, and is vacuum formable, machinable and bondable. It has good temperature resistance and is readily available in sheet or rod form. Glass-filled PPO has excellent machining capabilities, and can be used with tight tolerances, and is dimensionally stable at high continuous temperature (185 degrees F.; 265 degrees F.). However, as discussed above, any suitable material known in the art may be used in accordance with the disclosed concepts. Those skilled in the art will recognize that while the invention will most likely be used in conjunction with automobiles, it is suitable for use with any vehicle. For example, in addition to automobiles, trucks, buses, locomotives, aircrafts, or any other vehicle type that uses a windshield wiper can benefit from the invention. While specific embodiments have been discussed to illustrate the invention, it will be understood by those skilled in the art that the descriptions herein are intended as illustrative, and not as limiting, and that variations in the embodiments can be made without departing from the spirit of the invention. Accordingly, the foregoing descriptions are intended as illustrative, and not as limiting. | 32,861 |
11858476 | In the figures, elements that are common to several figures retain the same references. In the following detailed description, the terms “longitudinal”, “transverse” and “vertical” refer to the orientation of the connection device according to the invention. A longitudinal direction corresponds to a main direction of elongation of the wiper blade to which the connection device is secured, this longitudinal direction being parallel to a longitudinal axis L of a coordinate system L, V, T illustrated in the figures. A transverse direction corresponds to a direction containing the axis of rotation of the pivot member allowing pivoting between the base adapter and the connector of the connection device, this transverse direction being parallel to a transverse axis T of the coordinate system L, V, T and this transverse axis T being perpendicular to the longitudinal axis L. Lastly, a vertical direction corresponds to a direction parallel to a vertical axis V of the coordinate system L, V, T, this vertical axis V being perpendicular to the longitudinal axis L and to the transverse axis T. Furthermore, references to “lower” and “upper” with regard to the elements of the connection device mean relative to the remoteness of these elements from the wiper blade, a lower end of such elements corresponding to the end positioned in the vicinity of this wiper blade, while an upper end corresponds to the end positioned distant from the wiper blade. FIG.1schematically illustrates a wiper system10according to the invention, having a wiper blade12and a driving arm65for driving the wiper blade12. The wiper blade12comprises a longitudinal body16, a blade rubber18, generally made of rubber, and at least one vertebra (not visible) which stiffens the blade rubber18and encourages it to press against a vehicle windscreen. The schematically depicted wiper blade12further comprises end fittings or clips22for attaching the blade rubber18and the vertebra to the longitudinal body16, these end fittings22being situated at each of the longitudinal ends of the longitudinal body16. The wiper blade12bears, substantially at its middle, a connection device1according to the invention. This connection device1notably comprises a connector24and at least two adapters. These adapters in this instance are a base adapter25and a complementing adapter, in this instance a first adapter26. The base adapter25and the first adapter26contribute to connecting the connector24to one particular type of driving arm, in this instance a second type of driving arm65. The base adapter25and the first adapter26are mounted on the connector24in such a way as to maintain a degree of freedom to pivot about an axis of articulation Y which is a transverse axis substantially perpendicular to the longitudinal axis of the wiper blade12. This degree of freedom allows the wiper blade12to pivot with respect to the driving arm65and thus allows the wiper blade12to follow the curvature of the windscreen as it moves. The base adapter25and the first adapter26may be detached from the driving arm65, for example by pressing on an actuating button, in this instance a push-button20, borne by the base adapter25. The driving arm65is driven by a motor, not depicted, to follow an angular back-and-forth movement that makes it possible to remove water and possibly other undesirable elements with which the windscreen is covered. The base adapter25and the first adapter26provide the connection between the wiper blade12and the driving arm65. More specifically, they contribute to connecting a head or endpiece28belonging to the driving arm65, and which may be formed as one piece with the driving arm65or else may be attached and fixed to a rod thereof. The endpiece28has an elongate shape in an overall direction substantially parallel to the longitudinal direction of the wiper blade12. The endpiece28is extended at one of its longitudinal ends by a connecting part30for connecting to the rod of the driving arm65. FIG.2corresponds to a perspective depiction of a top view of a part of the connection device fromFIG.1, with a first adapter26and a second adapter27being combined. This first adapter26and this second adapter27are complementing adapters intended to be combined with the base adapter25. The first adapter26is a component of which a cross section is substantially U-shaped, comprising an upper wall260and also a first lateral wall261and a second lateral wall262. These walls260,261and262define an internal housing263, this internal housing notably being able to receive a connector24, not shown, or another adapter. The upper wall260extends mainly in a transverse-longitudinal plane, whereas the lateral walls261and262extend in parallel and distinct longitudinal-vertical planes. The lateral walls261and262are thus mutually parallel and perpendicular to the upper wall260. Furthermore, the first adapter26is substantially symmetrical about a plane of symmetry extending in longitudinal and vertical directions and situated equidistantly from the first lateral wall261and from the second lateral wall262. The upper wall260does not extend over the entire length of the lateral walls261and262; in other words, the upper wall260does not extend from one longitudinal end to the other longitudinal end of the first adapter26. Specifically, this first adapter26has clearances on the upper wall260in the vicinity of each longitudinal end of the first adapter26. When viewed from above, the first adapter26is therefore H-shaped. The lateral walls261and262have internal faces264which are the faces that face towards the internal housing263. These internal faces264, which are therefore opposite one another, bear stops265which project from the internal faces264and extend into the internal housing263. These stops265are holding means which notably contribute to holding the first adapter26in place when it is assembled with another adapter, thus securing the assembly of several components. According to the embodiment shown inFIG.2, the upper wall260has two cavities266that are square in shape, positioned in the vicinity of the lateral walls261and262. These cavities266are recesses in the upper wall260, which extend from an upper face thereof towards the internal housing263. The cavities266have end walls267, extending in a direction of elongation of the connection device1corresponding to the longitudinal direction. These end walls267have markings268, in this instance letters O. These markings268can be read irrespective of the longitudinal orientation of the first adapter26. These markings268are intended to associate, for example visually, the first adapter26with a particular type of driving arm, when they are combined with a reference258borne by the base adapter25. Such a combination will be described more specifically later on. Each of the lateral walls261and262has a clearance269which extends from a free edge of this lateral wall towards the upper wall of the first adapter26. The clearance269in the lateral wall261is symmetrical with respect to the clearance269in the lateral wall262, about the plane of symmetry. These clearances269, which take the shape of an arc of a circle, are able to receive a shaft of a driving arm. The second adapter27is also a component of which a cross section is substantially U-shaped. The second adapter27has an upper wall270and also a first lateral wall271and a second lateral wall272. The upper wall270extends mainly in a transverse-longitudinal plane, whereas the lateral walls271and272extend mainly in parallel and distinct longitudinal-vertical planes. The lateral walls271and272are thus mutually parallel and perpendicular to the upper wall270. These walls270,271and272define an internal housing273, this internal housing notably being able to receive another adapter, in the present case the first adapter26described hereinabove. The upper wall270has a cutout600at its centre, so that this upper wall270constitutes merely a frame. At this central cutout600in the upper wall270, the internal housing273communicates with the environment external to the adapter concerned. The upper wall270furthermore has a curved tab276, which extends from one of the longitudinal ends of the second adapter27and away therefrom. This curved tab276contributes to the assembling of the second adapter27with other components, and notably with other adapters. The lateral walls271and272have internal faces274which are the faces that face towards the internal housing273. These internal faces274, which are therefore opposite one another, bear stops275which project from the internal faces274and extend into the internal housing273. These stops275notably allow the second adapter27to be secured to another adapter, preventing the translational movement of this second adapter27in a vertical direction. Each of the lateral walls271and272has a clearance279which extends from the lower end of the second adapter27towards the upper end thereof. The clearance279in the lateral wall271is symmetrical with respect to the clearance279in the lateral wall272, about the plane of symmetry. These clearances279, which take the shape of an arc of a circle, are able to receive a shaft573of a driving arm, for example a third type of driving arm57, such a shaft573being shown inFIG.7. One of the lateral walls271or272bears at least one protrusion277, for example square in shape, which projects from this lateral wall271or272, in the plane of the upper wall of the second adapter. This protrusion277consists of a continuation of material towards the other lateral wall271or272, or in other words towards the lateral wall271or272from which it does not project. The protrusion277therefore causes the second adapter27to be asymmetric about a plane extending in longitudinal and vertical directions and situated equidistantly from the first lateral wall271and from the second lateral wall272. The protrusion277has a marking278, shown here by a letter P, intended to associate, for example visually, the second adapter27with a type of driving arm when this marking is combined with the reference258borne by the base adapter25. Such a combination of the marking278and the reference258will be described more specifically later on. When the first adapter26and the second adapter27are combined within the connection device1, the first adapter26comes housed in the internal housing273of the second adapter27. The lateral walls261and262of the first adapter26thus face towards the lateral walls271and272of the second adapter27. The upper wall260of the first adapter26comes housed in the central cutout600formed in the upper wall270of the second adapter27, so that the upper wall260is covered by the upper wall270only in the region of one of the two cavities266. The protrusion277specifically comes housed in one of the cavities266, such that at least one of the markings268of the first adapter26is covered by the marking278borne by the protrusion277of the second adapter27. The marking278of the second adapter27is thus superposed on at least one of the markings268of the first adapter26, as is shown in the figure in broken lines at the protrusion277. The first adapter26and/or the second adapter27may be combined with a base adapter25, a first embodiment of which is shown inFIG.3. The base adapter25extends mainly in the longitudinal direction. This base adapter25has a body254which comprises a first lateral wall251and a second lateral wall252, these walls being substantially mutually parallel and distant from one another. These walls251,252are connected to one another by an upper wall250substantially perpendicular to them. The walls250,251,252of this base adapter25have a shape that is elongate in the longitudinal direction, and between them they define an internal housing253intended to accommodate the connector24. At one of its longitudinal ends, the body254of the base adapter25is connected to a head255, the vertical and transverse dimensions of which are greater than those of the body254of the base adapter25. It will thus be appreciated that the head255extends beyond a longitudinal and transverse plane in which the upper wall250extends, and beyond a longitudinal and vertical plane in which the lateral walls251and252extend. The head255notably acts as a locking member. This is because, when the wiper blade12is assembled on the driving arm65via the connection device1as illustrated inFIG.1, this head255forms a stop for the endpiece28, thus preventing the translational movement of the latter beyond the body254of the base adapter25. The head255furthermore has, on one of its internal faces, not visible inFIG.3, a curved internal portion able to receive the curved tab276of the second adapter27, thus forming another retaining means. At another of its longitudinal ends, the upper wall250of the base adapter25narrows to a point257which overhangs beyond the body255. This point257bears a reference258, shown here by the letter X, which is intended to associate the base adapter25with a first type of driving arm, not illustrated. At this other longitudinal end, the body254of the base adapter25, and more particularly the lateral walls251,252, are each continued in the form of an elastically deformable leg256. These legs256can thus be brought closer together by elastic deformation. The legs256are substantially symmetrical about a plane of symmetry extending in longitudinal and vertical directions and situated equidistantly from the first lateral wall251and from the second lateral wall252. Each leg256furthermore has a locking portion426shaped to collaborate with notches in the endpiece28in order to lock the assembly of the base adapter25therewith, thus constituting another locking means suited to the type of driving arm specific to the base adapter25. The upper wall250is pierced with three openings, having a first opening259, a second opening359and a third opening459which are aligned in the longitudinal direction and provide access to the internal housing253. The first opening259allows engagement of a tab with which the endpiece28of the driving arm5is equipped. The third opening459, which is in the vicinity of the legs256, is partially occupied by a tongue458. This tongue458extends mainly in the longitudinal direction and has a fixed end457some distance from the legs256, which is connected to the lateral wall251and to the lateral wall252by a bridge of material, and a free end456able to move in the vicinity of the legs256. The tongue458is elastically deformable, and its free end456bears a push-button455. When at rest, which is to say when not under stress, the tongue458is positioned such that the push-button455is located above the plane in which the upper wall250extends. When the base adapter25is being mounted in the endpiece28, the push-button455engages by elastic clip-fastening in a corresponding opening in the endpiece28in order to lock the base adapter25with respect to this endpiece. The lateral walls251and252are moreover respectively equipped with a through-orifice451and452which open onto the internal housing253. The orifice451is substantially circular and the orifice452is substantially parallelepipedal, and together they define an axis Y of pivoting of the base adapter25relative to the connector24, this not being depicted in this figure, and, by extension, of the wiper blade12connected to the base adapter25relative to the driving arm connected to the connector24. The orifice451has a ring453which projects on the lateral wall251, extending from this lateral wall251towards the internal housing253. The ring453contributes to the assembling of the base adapter25with the connector24by this ring453being elastically clip-fastened to complementing means of said connector24. The orifices451and452and the ring453associated with the orifice451form a pivoting means for pivoting the base adapter25relative to the connector24. FIGS.4and5are perspective views of the connection device1fromFIG.1, this connection device1being detached from the wiper blade12inFIG.4but secured thereto inFIG.5. ThisFIG.5therefore has a wiper blade12comprising a connection device1according to the invention. According to the embodiment shown in these figures, the connection device1comprises notably the connector24, the base adapter25, the first adapter26and the second adapter27, each of these adapters25,26and27contributing to connecting the connector24to a particular type of driving arm56, shown inFIG.9. The connector24comprises a base70, which extends mainly in the longitudinal direction. This connector24is secured to the wiper blade12via this base70. The base adapter25comprises at least one pivot member50mechanically connecting it to the connector24at its orifices451and452. This pivot member50constitutes an articulation that allows the connector24to rotate with respect to the base adapter25. Thus, when the connector24is secured to a wiper blade12as it is inFIG.5, for example by crimping, this wiper blade12is able to pivot with respect to the base adapter25and to the driving arm to which this base adapter25is connected. As a result, the wiper blade12can, in its movements, perfectly follow the curved surface of the windscreen of the vehicle to which it is fitted. According to the embodiment shown in theseFIGS.4and5, the base adapter25, the first adapter26and the second adapter27are combined via the connection device1. According to the invention, a combination of the markings and the references of the adapters forms a code, for example a visual code, associated with particular types of driving arms. The markings, which were represented by letters inFIG.4, are illustrated by numbers inFIG.5. It will thus be appreciated that a combination of the reference258of the base adapter25and the marking268of the first adapter26forms a code associated with a particular type of driving arm, i.e. the second type of driving arm65. A combination of the reference258of the base adapter25and the marking278of the second adapter27forms another code visually associated with another particular type of driving arm, i.e. the third type of driving arm57. A combination of the reference258of the base adapter25, the marking268of the first adapter26and the marking278of the second adapter27forms yet another code visually associated with yet another particular type of driving arm, i.e. the fourth type of driving arm56, these particular types of driving arm65,57and56, respectively illustrated inFIGS.8,7and9, all being structurally different from one another and structurally different from the first type of driving arm with which only the base adapter25is associated. The association between each combination of references and markings and each particular type of corresponding driving arm will be described in more detail later on. FIG.6shows an exploded view of various adapters that can contribute to the composition of the connection device1. This exploded view is given by way of example and does not mean that all the adapters presented are compatible with one another, or that a combination of references and markings selected at random from among the references and markings of these various adapters will correspond to a particular type of driving arm. According to one aspect of the invention, at least two of these various adapters fit one inside the other. Such interfitting is manifested in the fact that the adapters, first, second or base, which are substantially U-shaped components, can be nested one inside the other. One U-shaped adapter can thus cover another U-shaped adapter, which may itself cover yet another U-shaped adapter, and so on. These various adapters are notably the base adapter25, the first adapter26and the second adapter27. The connection device1may also involve another complementing adapter, in this instance a third adapter29. The connection device1may also involve a primary adapter31, which is a base adapter according to an embodiment different from the embodiment described in relation to the base adapter25for the preceding figures. This primary adapter31therefore corresponds to an alternative to the base adapter25. The base adapter25and the primary adapter31are incompatible, what this means is that the connection device1may have either one, or the other, but not a combination of these two elements. Just like the base adapter25, the primary adapter31is in direct contact with the connector24and comprises a means for rotating it relative thereto. Each of these two adapters25and31can therefore be combined with the connector24, but they are not configured to be fitted one inside the other. The primary adapter31extends mainly in the longitudinal direction. This primary adapter31has a body314which comprises a first lateral wall311and a second lateral wall312, these walls being substantially mutually parallel and distant from one another. These walls311,312are connected to one another by an upper wall310substantially perpendicular to them. The walls310,311,312have a shape that is elongate in the longitudinal direction, and between them they define an internal housing313intended to accommodate the connector24, not shown. At one of its longitudinal ends, the body314of the primary adapter31is connected to a head315, the vertical and transverse dimensions of which are greater than those of the body314of the primary adapter31. It will thus be appreciated that the head315extends beyond a longitudinal and transverse plane in which the upper wall310extends, and beyond a longitudinal and vertical plane in which the lateral walls311and312extend. The head315contributes to performing the role of immobilizing member. This is because, when the wiper blade12is assembled on a particular type of driving arm, associated with the primary adapter31, via the connection device1, this head315forms a stop for the endpiece28, thus preventing the translational movement of the latter beyond the body314of the primary adapter31. The head315furthermore has, on one of its internal faces, not visible inFIG.6, a curved internal portion able to receive the curved tab276of the second adapter27, thus forming another locking means. The upper wall310of the primary adapter31has a cavity316and two parallel slots317, the cavity and the slots being positioned substantially in the middle of the body314of the primary adapter31in a longitudinal direction. The cavity316has a substantially square shape, while the parallel slots317extend parallel to the lateral walls311and312. The upper wall bears, between this cavity316for the one part and these parallel slots317for the other part, a reference318intended to visually associate this primary adapter31with a particular type of driving arm, not shown. It will be appreciated that this particular type of driving arm is structurally distinct from the particular types of driving arm with which are associated, in combination or separately, the base adapter25according to the first embodiment, the first adapter26and the second adapter27. The cavity316is, like the cavity266in the first adapter26, able to house the protrusion277of the second adapter27when this second adapter27is combined with the primary adapter31. It will therefore be appreciated that it is possible to combine the primary adapter31and the second adapter27. By contrast to the base adapter25, the primary adapter31does not have any tabs. Thus, when the primary adapter31is included in a wiper system, it is possible to incorporate a spraying function, which is incompatible with the tabs256of the base adapter25, in this wiper system. It will thus be appreciated that the configuration of the primary adapter31, and notably the absence of tabs, makes it possible to incorporate this spraying function, whether the primary adapter31is used on its own or in combination with the second adapter27. The upper wall310is moreover pierced with a first opening507and a second opening508which are aligned in the longitudinal direction and provide access to the internal housing313. The first opening507allows engagement of a tab with which the endpiece28of a driving arm associated with the primary adapter31is equipped. The second opening508, which is in the vicinity of a longitudinal end of the primary adapter31opposite the head315, is partially covered by a tongue500. This tongue500has a fixed end501connected to the upper wall310, and a movable free end502, at a distance from the longitudinal end that bears the head315greater than the distance separating this head315from the fixed end501. The tongue500is elastically deformable, and its free end502bears a push-button503. When at rest, which is to say when not under stress, the tongue500is positioned such that the push-button503is located above the plane in which the upper wall310extends. When the primary adapter31is being mounted in the endpiece28, the push-button503engages by elastic clip-fastening in a corresponding opening in the endpiece28in order to lock the primary adapter31with respect to this endpiece. The lateral walls311and312of the primary adapter31are moreover respectively equipped with a through-orifice504and505, the orifice505not being visible, which open onto the internal housing313. The orifice505is substantially circular and the orifice504is substantially parallelepipedal, and together they define an axis Y of pivoting of the primary adapter31relative to the connector24, this not being depicted in this figure, and, by extension, of the wiper blade12connected to the primary adapter31relative to the driving arm connected to the connector24. The orifice505has a ring which projects on the lateral wall311, extending from this lateral wall311towards the internal housing313. This ring contributes to the assembling of the primary adapter31with the connector24by this ring being elastically clip-fastened to complementing means of said connector24. The orifices504and505and the ring associated with the orifice505form a pivoting means for pivoting the primary adapter31relative to the connector24. The third adapter29is a complementing adapter, within the meaning of the invention, which acts as a substitute for the first adapter26, the second adapter27, or the combination thereof. It is a component of which a cross section is substantially U-shaped. The third adapter29has an upper wall290and also a first lateral wall291and a second lateral wall292. The upper wall290extends mainly in a transverse-longitudinal plane, whereas the lateral walls291and292extend mainly in parallel and distinct longitudinal-vertical planes. The lateral walls291and292are thus mutually parallel and perpendicular to the upper wall290. These walls290,291and292define an internal housing293, this internal housing notably being able to receive a connector24or another adapter. The third adapter29has a shoulder301, which has a curved tab296extending from one of the longitudinal ends of the third adapter29and away therefrom. This curved tab296contributes to the assembling of the third adapter29with other components and notably with other adapters, such as the base adapter25, for example. The shoulder301of the longitudinal end of the third adapter29which has the curved tab296is extended, away from this curved tab296, by two lugs302which are pressed intimately against the lateral walls291and292. These lugs302allow the third adapter29to be anchored to a driving arm, and in this respect constitute locking means. Each of the lateral walls291and292has a clearance299which extends from the lower end of the third adapter29towards the upper end thereof. The clearance299in the lateral wall291is symmetrical with respect to the clearance299in the lateral wall292, about the plane of symmetry. These clearances299, which take the shape of an arc of a circle, are able to receive a shaft of a driving arm matched to the third adapter29, such a shaft not being shown in this figure. The upper wall290of the third adapter29is pierced with two parallel slots294, positioned on the upper wall290in the vicinity of each of the lateral walls291and292. These parallel slots294are aligned with one another in the transverse direction and open onto the internal housing293. These parallel slots294, at a longitudinal end of the third adapter29that does not bear the curved tab296, open onto an opening297which is likewise pierced in the upper wall290. This opening297is partially covered by a tongue400. This tongue400has a fixed end401connected to the upper wall290, and a movable free end402, at a distance from the longitudinal end that bears the curved tab296greater than the distance separating this curved tab296from the fixed end401. The tongue400is elastically deformable, and its free end402bears a push-button403. When at rest, which is to say when not under stress, the tongue400is positioned such that the push-button403is located above the plane in which the upper wall290extends. When the third adapter29is being assembled with another adapter to form a connection device1according to the invention, for example with a base adapter25, the tongue400of the third adapter29covers the tongue458of the base adapter25. The upper wall290of the third adapter29bears a marking298, in this instance the letter S. When the third adapter29is combined with the first adapter26and/or the second adapter27, the upper wall290at least partially covers the markings of these adapters26and27, which are the markings268and278, respectively. Conversely, when the third adapter29is combined with the base adapter25, the reference258of this base adapter25is not covered by the upper wall290of the third adapter29. It is thus possible for a user of the connection device1to combine the marking298of the third adapter29and the reference258of the base adapter25to form a code. This code is associated, for example visually, with the fifth particular type of driving arm59, shown inFIG.10, which is structurally distinct from the types of driving arm mentioned above. FIGS.7to10show various embodiments of the connection device1in several possible adapter combinations, with the driving arms intended to be associated visually with different combinations of references and markings of these adapters. Such references and markings are preferably positioned on a part of the adapters that is visible to the user when they make use of the connection device1. In theseFIGS.7to10, the connection devices1are illustrated in a top view, whereas the driving arms are shown in a perspective side view. In this instance, these driving arms are positioned at the side of the connection devices1, but it will be appreciated that they are intended to be driven onto these connection devices1in order to form, with the wiper blade and the connector, a wiper system. FIG.7illustrates a connection device1comprising the base adapter25and the second adapter27. In this instance, this connection device1is associated with the third type of driving arm57. The second adapter27partially covers the base adapter25such that its lateral walls271,272are positioned facing the lateral walls251,252of the base adapter25. The curved tab276of the second adapter27comes into contact with a curved internal portion which is able to receive it and is positioned on one of the internal faces of the head315, this curved tab276and this internal face not being visible in this figure. The upper wall270of the second adapter27covers the upper wall250of the base adapter25, the central cutout600in the second adapter27leaving the tongue458and the push-button455of the base adapter25accessible. When these two adapters25and27are assembled, the user of the connection device1thus formed refers to the code constituted by the combination of the reference258of the base adapter25and the marking278of the second adapter27, and they can therefore check that this combination correctly forms the code visually associated with the particular type of driving arm with which their vehicle is equipped, corresponding to the third type of driving arm57. This driving arm57comprises a yoke570formed in the end part578of the third type of driving arm57. This yoke570is notably made up of a longitudinal wall571extending in the longitudinal direction of the driving arm57, this longitudinal wall571being flanked by two lateral sidewalls572perpendicular to it. One of these two lateral sidewalls572bears a shaft573and a locking arm574, which extend from this lateral sidewall572and perpendicularly thereto. When the connection device1comprising this base adapter25and this second adapter27is being combined with the third type of driving arm57, the connection device1is pivoted by 45° such that the shaft573is inserted in the orifices451and452in the base adapter, and then it is aligned in the longitudinal direction. The locking arm574then grips the connection device1, thus securing it to the wiper blade. FIG.8shows a connection device1comprising the base adapter25and the first adapter26, this connection device1being associated with the second type of driving arm65in this figure. The first adapter26partially covers the base adapter25such that its lateral walls261,262are positioned facing the lateral walls251,252of the base adapter25. The upper wall260of the first adapter26covers the upper wall250of the base adapter25, this first adapter26resting on the body254of the base adapter25. More specifically, this body254covers the second opening359pierced in the upper wall250. Such an arrangement of the first adapter26leaves the tongue458and the push-button455of the base adapter25accessible. When these two adapters25and26are assembled, the user of the connection device1thus formed refers to the code constituted by the combination of the reference258of the base adapter25and the marking268of the first adapter26, and they can therefore check that this combination correctly forms the code associated with the particular type of driving arm with which their vehicle is equipped, corresponding to the second type of driving arm65. This driving arm65comprises a yoke650formed in the end part658of the second type of driving arm65. This yoke650is notably made up of a longitudinal wall651extending in the longitudinal direction of the driving arm65, this longitudinal wall651being flanked by two lateral sidewalls652perpendicular to it. The yoke650is provided with two bent-over edges formed at the free end of each of the lateral sidewalls652. A first bent-over edge653A is longer than a second bent-over edge653B, the latter being positioned in the vicinity of an entrance that gives access to a receiving cavity654. When the connection device1comprising this base adapter25and this first adapter26is being combined with the second type of driving arm65, the connection device1is inserted by sliding longitudinally into the receiving cavity654delimited in the yoke650by the longitudinal wall651, the lateral sidewalls652and the bent-over edges653A and653B. For this purpose, the legs256of the base adapter25are elastically deformed to bring them closer together so that they can come housed in the receiving cavity654. In the same way, the tongue458and the push-button455of the base adapter25retract and are thus pushed in towards the internal housing253of the base adapter25. The longitudinal translational movement of the connection device1is prevented when the push-button455enters an orifice655pierced in the longitudinal wall651of the yoke650, this orifice655being able to receive it. FIG.9illustrates a connection device1according to the invention, this connection device1being notably composed of the base adapter25, the first adapter26and the second adapter27. In this instance, this connection device1is associated with the fourth type of driving arm56. These adapters25,26and27are fitted one into another such that the second adapter27covers the first adapter26, which itself covers the base adapter25. The protrusion277of the second adapter27comes housed in one of the cavities266of the first adapter26, the marking268of the first adapter26being covered by the marking278borne by the protrusion277of the second adapter27as a result. The reference258of the base adapter25is not covered. When these three adapters25,26and27are fitted one into another, the user of the connection device1thus formed refers to the code constituted by the combination of the reference258of the base adapter25, the marking268of the first adapter26, and the marking278of the second adapter27, and they can therefore check that this combination correctly forms the code associated with the particular type of driving arm with which their vehicle is equipped, corresponding to the fourth type of driving arm56. This driving arm56comprises a yoke560formed in the end part568of the fourth type of driving arm56. This yoke560is notably made up of a longitudinal wall561extending in the longitudinal direction of the driving arm56, this longitudinal wall561being flanked by two lateral sidewalls562perpendicular to it. Some distance from the longitudinal wall in a vertical direction, the yoke560is provided with a bent-over edge563formed at the free end of each of the lateral sidewalls652. When the connection device1comprising this base adapter25, this first adapter26and this second adapter27is being combined with the fourth type of driving arm56, the connection device1is inserted into a receiving cavity564delimited in the yoke560by the longitudinal wall561, the lateral sidewalls562and the bent-over edge563. For this purpose, the legs256of the base adapter25are elastically deformed to bring them closer together so that they can come housed in the receiving cavity564. In the same way, the tongue458and the push-button455of the base adapter25are pushed in towards the internal housing253of the base adapter25. The longitudinal translational movement of the connection device1is prevented when the push-button455opens into an orifice565pierced in the longitudinal wall561, this orifice565being able to receive it. FIG.10presents a connection device1according to the invention, this connection device1being notably composed of the base adapter25and the third adapter29. In this instance, this connection device1is associated with a fifth type of driving arm59. When the base adapter25and the third adapter29are being assembled, this third adapter29partially covers the base adapter25, nesting above the latter. It will thus be appreciated that the third adapter29covers the base adapter25such that its lateral walls291,292are positioned facing the lateral walls251,252of the base adapter25. The upper wall290of the third adapter29partially covers the upper wall250of the base adapter25, this third adapter29resting on the body254of the base adapter25. In the same way, the tongue400of the third adapter29covers the tongue458of the base adapter25. When these two adapters25and29are assembled, the user of the connection device1thus formed refers to the code constituted by the combination of the reference258of the base adapter25and the marking298of the third adapter29, and they can therefore check that this combination correctly forms the code associated with the particular type of driving arm with which their vehicle is equipped, corresponding to the fifth type of driving arm59. This driving arm59comprises a yoke590formed in the end part598of the fifth type of driving arm59. This yoke590is notably made up of a longitudinal wall591extending in the longitudinal direction of the driving arm59, this longitudinal wall591being flanked by two lateral sidewalls592perpendicular to it. Each lateral sidewall592has an aperture593which extends from a first longitudinal end of the yoke590in a longitudinal direction. When the connection device1comprising this base adapter25and this third adapter29is being combined with the fifth type of driving arm59, the connection device1is inserted longitudinally into a receiving cavity594delimited in the yoke590notably by the longitudinal wall591and the lateral sidewalls592. For this purpose, the legs256of the base adapter25are elastically deformed to bring them closer together so that they can come housed in the receiving cavity594. In the same way, the tongue400and the push-button403of the third adapter29are pushed in towards the internal housing293of the base adapter25. The longitudinal translational movement of this connection device1is prevented when the push-button403reaches an orifice595pierced in the longitudinal wall591, this orifice595being able to receive it. The interaction of the lugs302of the third adapter29with the apertures593contributes to preventing any vertical movement between the third adapter29and the yoke590. The present invention thus proposes a device for connecting a wiper blade to a driving arm, having a base adapter and at least one complementing adapter. The base adapter has a reference and the complementing adapter has a marking, for example visual ones, which, when combined, form a code, a user reading this code then being able to combine it with a corresponding driving arm. Such a connection device makes it possible for the user to check that the assembly of the wiper blade and the driving arm is compatible. This check is made more reliable since an unused reference or marking is hidden by a part of the adapter that covers it, thus reducing the risk of error. However, the present invention is not limited to the means and configurations described and illustrated herein and it also extends to all equivalent means and configurations and to any technically functional combination of such means. | 41,543 |
11858477 | The features, variants and different embodiments of the invention can be combined with each other, in various combinations, provided that they are not incompatible or mutually exclusive. In particular, variants of the invention can be envisaged that comprise only a selection of the features described below in isolation from the other features described, if this selection of features is sufficient to provide a technical advantage or to distinguish the invention from the prior art. In the figures, the terms longitudinal, transverse, lateral, left, right, above and below refer to the orientation, with reference to a trihedron L, V, T, of a wiper1of a wiper system100according to the invention. Within this frame of reference, a longitudinal axis L represents a longitudinal direction, a transverse axis T represents a transverse direction, and a vertical axis V represents a vertical direction of the object in question. Within this frame of reference, a transverse cross-section corresponds to a cross-section made in a transverse and vertical plane, that is, in a plane containing the transverse axis T and the vertical axis V of the trihedron. A longitudinal cross-section denotes a cross-section made in a longitudinal and vertical plane, that is, a plane containing the longitudinal axis L and the vertical axis V. In the following description, the terms “wiper arm” and “arm” are used indiscriminately. FIG.1illustrates, in the same figure, a system100for wiping a glazed surface of a motor vehicle according to first and second exemplary embodiments of the present invention, the first example being illustrated on the right inFIG.1and the second example on the left inFIG.1. As illustrated, the wiper system100according to the invention comprises at least one wiper no extending along a longitudinal straight line X and suitable for being connected to a wiper arm120,120′ by means of a connection device200. The wiper110more particularly comprises at least one wiper blade in suitable for coming into contact with the glazed surface to be wiped, a member for stiffening the wiper blade111(not illustrated) and at least one air deflector112suitable for converting pressure applied by an air stream flowing along the glazed surface into a force pressing the wiper no against the glazed surface of the motor vehicle. The connection device200comprises at least one connector210attached to the wiper110and at least one adapter220suitable for connecting the connector210, and therefore the wiper110to which it is attached, to the wiper arm120,120′. The wiper arm120,120′ is configured to rotate the wiper110to which it is coupled. Said wiper arm120,120′ is thus mechanically connected to an electric motor (not illustrated) arranged on the vehicle and suitable for rotating the wiper arm120,120′. The connection device200according to the invention is suitable for allowing a connection between the wiper110and the wiper arm120according to a first exemplary embodiment and between the wiper110and the wiper arm120′ according to a second exemplary embodiment. A distinction is thus made between two separate embodiments of the adapter220of the connection device200, selected depending on the type of wiper arm to be connected. The features common to the first and second exemplary embodiments of the wiper arm120,120′ and to the first and second embodiments of the adapter220will first be described, followed by the features that distinguish said exemplary embodiments and embodiments from each other. The wiper arm120,120′ according to any one of the exemplary embodiments illustrated inFIG.1thus extends predominantly according to a main axis of extension X1between a first end (not illustrated) by which it is connected to the electric motor, and a second end121,121′ by which it is connected to the adapter220. The adapter220according to any one of the embodiments illustrated extends predominantly in a longitudinal direction D, that is, a direction parallel to the longitudinal axis L of the trihedron illustrated, and comprises at least a first side wall221and a second side wall222spaced apart from each other and connected to each other by at least one transverse wall, illustrated for example inFIG.2. In other words, a space225is formed between the first side wall221and the second side wall222. As shown, the first side wall221is contained in a first vertical and longitudinal plane, that is, a plane containing the longitudinal axis L and the vertical axis V of the trihedron illustrated, and the second side wall222is contained in a second vertical and longitudinal plane, separate from the first vertical and longitudinal plane. In other words, it will be understood that the first side wall221and the second side wall222extend predominantly in two planes parallel to each other. The adapter220further comprises at least one through-orifice224made in each of its side walls221,222. These orifices224are suitable for receiving a shaft for the rotation of the wiper arm120,120′ relative to the adapter220. In other words, the orifice224made in the first side wall221and the orifice224made in the second side wall222are coaxial. According to the first exemplary embodiment illustrated on the right of the figure, the second end121of the wiper arm120comprises at least two sides122connected to each other by a top wall123. The wiper arm120according to this first exemplary embodiment further comprises at least one shaft124emerging from one of the sides122of the second end121and extending parallel to the transverse axis T of the trihedron illustrated, away from the two sides122. More particularly, said shaft124emerges from an outer face of the side122in question, that is, a face of said side122facing in the opposite direction to the other side122of the second end121. In addition, it comprises at least one bar125comprising at least a first portion126emerging both from the outer face of the side122that also holds the shaft124and from the top wall123of the second end121, and at least a second portion127extending transversely to the first portion126, towards the wiper110when the wiper arm120is connected to said wiper110. Said wiper arm120is suitable for being detachably connected to the adapter220according to the first embodiment of the invention. The adapter220according to the first embodiment of the invention, also illustrated on the right inFIG.1, comprises all of the features common to the two embodiments described above. According to this first embodiment of the invention, the orifices224are suitable for receiving the shaft124of the wiper arm120according to the first exemplary embodiment, said shaft124thus defining the axis of rotation of the wiper arm120relative to the wiper110. The bar125is suitable for pressing against an outer face of one of the side walls221,222of the adapter220, that is, a face of the side wall in question facing in the opposite direction to the other side wall. More particularly, it will be understood that in the mounted position, the outer face of the side122of the second end121of the wiper arm120from which the shaft124emerges is arranged against one of the side walls of the adapter220, in this case against the first side wall221, the first portion126of the bar125extends so that it partially covers the space225formed between the first side wall221and the second side wall222, and the second portion127of the bar125is arranged facing the outer face of the other side wall, in this case of the second side wall222. For example, the second portion127of the bar125can be arranged in contact with said outer face of the second side wall222, thus making it possible to stabilize the connection between the wiper arm120according to the first exemplary embodiment and the adapter according to the first embodiment of the invention. The wiper arm120′ according to the second exemplary embodiment, illustrated on the left inFIG.1, differs from the wiper arm120according to the first exemplary embodiment, in particular in the shape of the second end121′ thereof. The second end121′ of the wiper arm120′ according to the second exemplary embodiment is thus the shape of a hook the curve of which is contained in a longitudinal and vertical plane, that is, a plane containing the longitudinal axis L and the vertical axis V of the trihedron illustrated. Said wiper arm120′ is suitable for being removably connected to the adapter220according to the second embodiment of the invention, also illustrated on the left inFIG.1. More particularly, the hook forming the second end121′ of the wiper arm120′ goes around the transverse wall connecting the first side wall221to the second side wall222of the adapter220. In other words, it will be understood that the wiper arm120′ according to the second exemplary embodiment is at least partially received in the space225formed between the first and second side walls221,222of the adapter220. As will be set out in greater detail below, said adapter220according to the second embodiment of the invention differs from the adapter220according to the first embodiment in that it comprises a cover223arranged at one of its longitudinal ends. This cover223is rotatably mounted on the adapter220and is suitable for adopting at least a first open position and a second closed position,FIG.1illustrating the cover223in its closed position. Advantageously, at least one portion of said cover223, when it is in the closed position, presses against the hook forming the second end121′ of the wiper arm120′ according to the second exemplary embodiment, thus preventing the movement of the wiper arm120′ along the longitudinal axis L and therefore securing the connection between the wiper arm120′ and the adapter220. However, as will be set out in greater detail below, said cover223cannot be used for the connection between the connection device200according to the invention and the wiper arm120according to the first exemplary embodiment. Said cover223interferes at least with the sides122of the wiper arm120according to the first exemplary embodiment so that said cover223must be disengaged from the adapter220in order to allow the wiper arm120according to the first exemplary embodiment to be mounted on said adapter220. To this end, the cover223comprises disengagement means described below and illustrated inFIG.3. The adapter220according to the first embodiment of the invention, that is without the cover and thus suitable for interacting with the wiper arm according to the first exemplary embodiment of the invention, will be described in greater detail with reference toFIG.2. The adapter220extends predominantly in the longitudinal direction D between a first longitudinal end226and a second longitudinal end227. As mentioned above, the adapter220is formed by the first side wall221and the second side wall222, which extend predominantly in two longitudinal and vertical planes parallel to each other. It will be noted that the first longitudinal end226is closed by a rear wall229of the adapter220extending between the first side wall221and the second side wall222, transversely to said first and second side walls221,222. More particularly, according to the example illustrated here, said rear wall229of the adapter220extends predominantly in a transverse and vertical plane, that is, in a plane containing the transverse axis T and the vertical axis V of the trihedron illustrated. In other words, said rear wall229of the adapter220extends perpendicularly, or substantially perpendicularly, to the first side wall221and to the second side wall222of the adapter220. Said rear wall229is present on the adapter220regardless of the embodiment selected, in other words, whether the adapter220is used with the wiper arm according to the first or second exemplary embodiment. The second longitudinal end227of the adapter220is partially closed by a rod228that connects the first side wall221and the second side wall222to each other. It will however be noted that an aperture246is formed in the adapter, facing said rod228. According to the example illustrated, said rod228more particularly has a cylindrical or substantially cylindrical shape, having a transverse axis of revolution R, that is, said axis of revolution R extends parallel to the transverse axis T of the trihedron illustrated. In other words, the rod228extends perpendicularly to the first side wall221and to the second side wall222. Said rod228is present on the adapter220regardless of the embodiment selected. As described in greater detail below, said rod228of the adapter220is suitable for being received in a bearing formed on the cover of the adapter when it is used according to the second embodiment. FIG.2also shows the transverse wall230mentioned above, which also connects the first side wall221to the second side wall222. According to the example illustrated, said transverse wall230extends more particularly parallel to the transverse axis T of the trihedron illustrated and is therefore perpendicular to the first side wall221and to the second side wall222. As described above, said transverse wall230is suitable for being received in the hook forming the second end of the wiper arm according to the second exemplary embodiment. Lastly,FIG.2shows the orifices224respectively made in each of the side walls221,222of the adapter220and suitable for receiving, for example, the shaft of the wiper arm according to the first embodiment. The cover223suitable for being rotatably mounted on the adapter when it is used according to the second embodiment of the invention will now be described in greater detail with reference toFIG.3. Said cover223has a generally curved shape and extends between a first end231and a second end232. Said cover223has an inner face233facing the space formed between the first side wall and the second side wall of the adapter when the cover223is mounted on said adapter, and an outer face234facing in the opposite direction to the inner face233, that is, towards an environment outside the adapter. As mentioned above, the cover223is suitable for being rotatably mounted on the adapter. To this end, the cover223comprises a bearing235suitable for interacting with the rod formed at the second longitudinal end of the adapter, between the first side wall and the second side wall of said adapter. Said bearing235emerges from the inner face233of the cover223and is in the shape of a hollow cylinder extending along a main axis of extension R′ between a first base236and a second base237. In other words, said bearing235comprises a cylindrical peripheral wall238that defines a hollow space239. As set out in detail below, said hollow space239is suitable for at least partially receiving the rod formed on the adapter. In other words, the hollow space239delimited by the peripheral wall238of the bearing235has dimensions that complement the dimensions of the rod of the adapter. Said bearing235also has an axial opening240made in the peripheral wall238, that is, an opening extending between the first base236and the second base237, parallel to the main axis of extension R′ of the hollow cylinder shape of the bearing235. It will therefore be understood that the peripheral wall238that defines the hollow space239of the bearing235has a C-shaped profile, that is, a C shape when viewed in a longitudinal and vertical plane, that is, a plane containing the longitudinal axis L and the vertical axis V of the trihedron illustrated. The axial opening240made in the peripheral wall238of the bearing235is thus delimited by a first edge241and a second edge242respectively formed by portions of the peripheral wall238, in this case by the ends of the C-shaped profile. Said axial opening240is configured to allow the insertion of the rod of the adapter into the hollow space239of the bearing235. In other words, a dimension d1of the axial opening240measured perpendicular to the main axis of extension R′ of the hollow cylinder between the first edge241and the second edge242defining said axial opening240is greater than or equal to a diameter of the rod of the adapter. Advantageously, the peripheral wall238of the bearing235can be made from an elastic material, that is, a material configured to return to its initial shape after it has been subjected to mechanical stress, so that it can be deformed to allow the insertion of the rod by force into the hollow space239and then return to its initial position in order to hold said rod of the adapter in the hollow space239of the bearing235. In addition, in order to allow the cover223to rotate about the rod of the adapter, clearance is provided between the rod of the adapter and an inner face243of the peripheral wall238, that is, a face of said peripheral wall238that is facing towards the hollow space239. In other words, it will be understood that a diameter of the hollow space239of the bearing235is greater than the diameter of the rod of the adapter. These dimensions are illustrated for example inFIG.4. The bearing235also comprises a tab250extending from the second edge242defining the axial opening240made in the peripheral wall238thereof, towards the outside of the cover223. Said tab250is configured to allow the disengagement of the cover223once it is mounted on the adapter. Said tab250is more particularly in the shape of a semi-circle a diameter d2of which is less than or equal to a length of the bearing235, that is, a dimension of said bearing235measured along its main axis of extension R′ between the first base236and the second base237of its cylinder shape. The tab250also comprises a finger251extending in a plane transverse to a main plane of extension of the tab250, that is, a plane in which said tab250predominantly extends. According to a particular example of the invention, the finger251can extend along an axis perpendicular to the main plane of extension of the tab250. The cover223also comprises at least one reinforcing rib244emerging from the peripheral wall238of the bearing235and extending following the curve of the cover223. According to the example illustrated, the cover223more particularly comprises two reinforcing ribs244extending predominantly in two parallel planes. Said reinforcing ribs244help to maintain the structure of the cover223and also form the portion of the cover223abutting against the hook of the wiper arm according to the second exemplary embodiment mentioned above. Lastly, the cover223comprises retaining means260that help to hold it on the adapter. Said retaining means260comprise at least one branch261extending in a direction parallel to the vertical axis V of the trihedron illustrated between at least a first end262by which it emerges from the inner face233of the cover223and a second end in the shape of a button263. As can be seen inFIG.4for example, the at least one branch261, the button263forming the second end thereof and the inner face233of the cover223from which the branch261emerges together define a region264for receiving a rib formed on one of the side walls of the adapter. In other words, together with the bearing235, said retaining means help to hold the cover223on the adapter220. According to the example shown, the retaining means260are more particularly formed by two branches261identical to the branch described above, that is, each of the branches261emerges from the inner face233of the cover223and extends to a second end formed by a button263, each branch261and each button263defining, with the inner face233of the cover223, a region264for receiving a rib formed on the adapter. In addition, it will be noted that said two branches261extend parallel to each other. FIG.4is a longitudinal cross-sectional view of the second end227of the adapter220on which the cover223is mounted. In other words,FIG.4illustrates a longitudinal cross-section of the second end227of the adapter220according to the second embodiment of the invention. As mentioned above, the cover223is rotatably mounted on the rod228of the adapter220and is configured to adopt at least a closed position, illustrated inFIG.4, in which it forms a stop against the longitudinal movement of the hook forming the second end of the wiper arm according to the second exemplary embodiment of the invention, and at least an open position in which it permits the insertion of said hook forming the second end of the wiper arm according to the second exemplary embodiment of the invention. The cover223can thus be closed in a first rotation direction S1and opened in a second rotation direction S2opposite to the first rotation direction S1. As described above, said rotation is in particular possible because the rod228has a diameter d3smaller than the diameter d4of the hollow space239in which it is received. In addition,FIG.4shows one of the ribs245formed on the adapter220, and more particularly on the inner faces of each of the side walls221,222of said adapter220, received in one of the two receiving regions264formed by the retaining means260. When the cover223is in its closed position, the tab250of the cover223extends beyond the adapter220, that is outside said adapter220. More particularly, said tab250extends through the aperture246formed in the adapter220, towards the outside of the cover223. In particular, at least the finger251extends outside the adapter220and forms a gripping region, on which a user can exert pressure. It will be understood that applying pressure to said finger251of the tab250allows the user to disengage the cover223from the rod228. More particularly, the pressure exerted on said finger251tends to continue the rotation of the cover223in the first rotation direction S1, that is, the rotation direction making it possible to close said cover223. As the rotation of the cover223in this first rotation direction S1is prevented by the interaction between the ribs245and the receiving regions264of the retaining means260, the pressure exerted on the finger forces the cover223, and more particularly the bearing235of said cover223, to disengage from the rod228. It is thus particularly easy to remove the cover223from the adapter220, allowing simple, quick adaptation of the connection device200according to the invention to different types of wiper arm. Lastly,FIG.4shows the orifices224made in the side walls221,222of the adapter220and suitable for receiving the shaft of the wiper arm according to the first exemplary embodiment. It can be seen clearly inFIG.4that said wiper arm according to the first exemplary embodiment would interfere with the cover223so that the cover223must be removed to allow the use of the connection device according to the invention with this type of wiper arm. It will be understood from the above that the cover223is removable so as to make it possible to secure the connection between the wiper arm120′ according to the second exemplary embodiment and the adapter220according to the second embodiment, and to make it possible to connect the wiper arm120′ according to the second exemplary embodiment to said adapter220. As has just been described, the present invention allows the simple disengagement of the cover223relative to the adapter220so that it can easily be used with at least the two types of arm that have just been described. It will be understood from the above that the present invention thus proposes a connection device for connecting a wiper to a wiper arm that can easily be adapted for use with at least two different types of wiper arm, it being understood that the description that has just been given does not limit the scope of the present invention. The use of the connection device with wiper arms produced according to exemplary embodiments not described herein can in particular be envisaged without departing from the scope of the present invention. | 23,776 |
11858478 | DETAILED DESCRIPTION FIG.1shows a windscreen wiper10. The windscreen wiper10has a wiper arm12. The windscreen wiper10has a wiper blade14. The wiper arm12has a wiper blade adapter16which is provided to connect the wiper blade14to the wiper arm12. The wiper arm12further has a securing portion18which is provided to connect the wiper arm12to a vehicle (not illustrated in greater detail). The windscreen wiper10further has a fluid guiding apparatus20which is provided to transport windscreen washing liquid along the wiper arm12. The fluid guiding apparatus20is guided along the wiper arm12. The fluid guiding apparatus20is secured to the wiper arm12at least at one securing location. The fluid guiding apparatus20has a vehicle/arm interface30in order to receive windscreen washing liquid from a source22. The source22is in the form of a pump which draws windscreen washing liquid from a storage container/tank (not illustrated in greater detail). The source22provides the windscreen washing liquid to the vehicle/arm interface30by means of supply lines24. The vehicle/arm interface30can be provided to be mounted directly on the wiper arm12or on the vehicle. The vehicle/arm interface30has an inlet opening32. The vehicle/arm interface30has an outlet opening34. A supply line24is coupled at the inlet opening32to the vehicle/arm interface30. Inside the vehicle/arm interface30there is provided a fluid channel which connects the inlet opening32to the outlet opening34. The vehicle/arm interface30has another inlet opening33. The vehicle/arm interface30has another outlet opening35. Another supply line24is coupled at the additional inlet opening33to the vehicle/arm interface30. Inside the vehicle/arm interface30there is provided an additional fluid channel which connects the additional inlet opening33to the additional outlet opening35. The fluid guiding apparatus20has an arm/wiper blade interface40in order to supply the windscreen washing liquid to the wiper blade14. The arm/wiper blade interface40may be provided to be mounted directly on the wiper arm12or the wiper blade14. The arm/wiper blade interface40has an inlet opening44. The arm/wiper blade interface40has an outlet opening42. Inside the arm/wiper blade interface40there is provided a fluid channel which connects the inlet opening44to the outlet opening42. The outlet opening42is provided to provide the windscreen washing liquid to the wiper blade14. The arm/wiper blade interface40has another inlet opening45. The arm/wiper blade interface40has another outlet opening43. Inside the arm/wiper blade interface40there is provided another fluid channel which connects the additional inlet opening45to the additional outlet opening43. The additional outlet opening43is provided to provide the windscreen washing liquid to the wiper blade14. The fluid guiding apparatus20has a first fluid line50and a second fluid line60in order to guide the windscreen washing liquid from the vehicle/arm interface30to the arm/wiper blade interface40and in each case to provide it to one of the fluid channels of the arm/wiper blade interface40. The fluid guiding apparatus20further has a heating wire26which is guided through the first and second fluid lines50,60and is provided to heat the windscreen washing liquid. The heating wire26is movably guided inside the first and second fluid line50,60(cf.FIG.3). The first fluid line50is formed by a first portion51, a second portion52and an intermediate element53which is arranged between the first portion51and the second portion52, wherein ends27of the heating wire26on the intermediate element53are guided out of the first fluid line50. The intermediate element53is arranged closer to the vehicle/arm interface30than to the arm/wiper blade interface40. The intermediate element53may be arranged with a spacing of only a few centimeters from, for example, in the direct vicinity of, the vehicle/arm interface30. The first portion51may have a length of a few centimeters, in particular up to a maximum of 10 centimeters. The second fluid line60is constructed in an integral manner. The heating wire26is guided through the second fluid line60. The outlet opening34of the vehicle/arm interface30is coupled to a first end of the first fluid line50. The outlet opening34of the vehicle arm interface30is coupled to the first portion51of the first fluid line50. The additional outlet opening35of the vehicle/arm interface30is coupled to a first end of the second fluid line60. A second end of the first fluid line50is coupled to the inlet opening44of the arm/wiper blade interface40. The second portion52is coupled to the inlet opening44of the arm/wiper blade interface40. A second end of the second fluid line60is coupled to the additional inlet opening45of the arm/wiper blade interface40. At least in one embodiment in which at least one of the interfaces30,40is not secured to the wiper arm12, the first fluid line50is at least at one securing location, advantageously at least at two securing locations, directly connected to the wiper arm12. Alternatively, in an embodiment in which both interfaces30,40are secured directly to the wiper arm12, a securing of the first fluid line50to the wiper arm12can be dispensed with. The heating wire26is guided precisely once through the first and second fluid lines50,60, the vehicle/arm interface30and the arm/wiper blade interface40. The heating wire26starts and ends at the intermediate element53. The heating wire26comprises a single continuous wire. The heating wire26has an insulation layer. The insulation layer may comprise a lacquer coating. InFIGS.4to7, the arm/wiper blade interface40is shown in detail in various views. The arm/wiper blade interface40has a through-opening which connects the two fluid channels of the arm/wiper blade interface40to each other. The heating wire26is guided through the through-opening. The through-opening is closed with a sealing element46. The arm/wiper blade interface40has an angled form so that a fluid transport direction in the respective fluid channel of the arm/wiper blade interface40is changed at at least one bend. A fluid transport direction is in this case changed by approximately a right angle. The through-opening of the arm/wiper blade interface40is arranged in the region of the bend. The through-opening of the arm/wiper blade interface40is arranged centrally or at least substantially centrally with respect to a length of the fluid channels of the arm/wiper blade interface40. The arm/wiper blade interface40is formed from two portions48,49which together bound the through-opening. A first portion48is in the form of a base member. The first portion48has the fluid channels of the arm/wiper blade interface40. The first portion48has the inlet openings44,45of the arm/wiper blade interface40. The first portion48has the outlet openings42,43of the arm/wiper blade interface40. The first portion48has a recess which exposes the through-opening between the two fluid channels of the arm/wiper blade interface40in an outward direction. The recess is formed at the bend. During assembly/production, the heating wire26is guided through both of the inlet openings44,45. Furthermore, the heating wire26is guided/inserted through the sealing element46, in particular through a fine hole, for example, at the center thereof, until at least one end27of the heating wire26has not yet been guided through an inlet opening44,45. Alternatively, the sealing element46may have a slot through which the heating wire26can be placed in the sealing element, even after both ends27of the heating wire26have been guided through the inlet openings44,45. The sealing element46is subsequently placed in the through-opening. The second portion49of the arm/wiper blade interface40forms a closure cap for the recess in the first portion48. The second portion49is constructed in an angled (L-shaped) manner. By attaching the second portion49to the first portion48, the through-opening is closed in an outward direction. As a result of the second portion49being pressed against the first portion48, the sealing element46becomes deformed so that it completely fills the through-opening and reliably closes it. The two portions48,49are now connected to each other by means of ultrasonic welding. Furthermore, alternative embodiments are conceivable, according to which the arm/interface is constructed in an integral manner. In particular, in this instance, the sealing element can be introduced together with the heating wire through one of the inlet openings and can then as a result of a corresponding configuration engage in the through-opening. It is also possible for the sealing element to be formed from an injected adhesive mass only after the heating wire has been guided through the through-opening. The vehicle/arm interface30and the arm/wiper blade interface40have the same shape. The vehicle/arm interface30and the arm/wiper blade interface40are constructed in an identical manner. The vehicle/arm interface30and the arm/wiper blade interface40are used in the inverted fluid flow direction. Outlet openings34,35of the vehicle/arm interface30correspond to inlet openings44,45of the arm/wiper blade interface40. Inlet openings32,33of the vehicle/arm interface30correspond to outlet openings42,43of the arm/wiper blade interface40. The vehicle/arm interface30has a through-opening which connects the two fluid channels of the vehicle/arm interface30to each other. The heating wire26is guided through the through-opening. The through-opening is closed with a sealing element36. The vehicle/arm interface30has an angled form so that a fluid transport direction in the respective fluid channel of the vehicle arm/interface30is changed at least at one bend. A fluid transport direction is in this instance changed by substantially a right angle. The through-opening of the vehicle/arm interface30is arranged in the region of the bend. The through-opening of the vehicle/arm interface30is arranged centrally or at least substantially centrally with respect to a length of the fluid channels of the vehicle/arm interface30. The vehicle/arm interface30is formed from two portions which together bound the through-opening. A first portion is in the form of a base member. The first portion has the fluid channels of the vehicle/arm interface30. The first portion has the inlet openings32,33of the vehicle/arm interface30. The first portion has the outlet openings34,35of the vehicle/arm interface30. The first portion has a recess which exposes the through-opening between the two fluid channels of the vehicle/arm interface30in an outward direction. The recess is formed at the bend. During assembly/production, the heating wire26is guided through both of the outlet openings34,35. Furthermore, the heating wire26is guided/inserted through the sealing element36, in particular through a fine hole, for example, at the center thereof, until at least one end27of the heating wire26has not yet been guided through an outlet opening34,35. Alternatively, the sealing element36may have a slot through which the heating wire26can be placed in the sealing element, even after both ends27of the heating wire26have been guided through the outlet openings34,35. The sealing element36is subsequently placed in the through-opening. The second portion of the vehicle/arm interface30forms a closure cap for the recess in the first portion. The second portion is constructed in an angled (L-shaped) manner. By attaching the second portion to the first portion, the through-opening is closed in an outward direction. As a result of the second portion being pressed against the first portion, the sealing element36becomes deformed so that it completely fills the through-opening and reliably closes it. The two portions are now connected to each other by means of ultrasonic welding. | 11,867 |
11858479 | It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the present disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly described to the contrary, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms “unit”, “-er”, “-or”, and “module” described in the specification mean units for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof. Further, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN). Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The embodiments of the present disclosure can be modified in various forms, and the scope of the present disclosure should not be construed as being limited to the following embodiments. These embodiment are provided to more fully describe the present disclosure to those skilled in the art. Further, the term “— part,” “— unit,” “— motor,” or the like used herein means a unit for processing at least one function or operation, and this unit may be implemented by hardware, software, or a combination of hardware and software. Further, in the specification, the terms a first, a second, and the like are assigned to components so as to discriminate these components because names of the components are the same, but these terms are not necessarily limited to the order in the following description. The present disclosure relates to a washer liquid distribution device100and a method of distributing a washer liquid to various devices located on an outer side of a vehicle and contaminated by particles such as dust, dirt, etc. A device located outside the vehicle includes a camera for providing one or more of a front image, a rear image, and a side image of the vehicle, and a light detection and ranging (LiDAR) and a radio detection and ranging (RADAR) for receiving driving information. More preferably, for example, the LiDAR, which receives driving information of the vehicle so as to perform autonomous driving, is connected to a LiDAR device which is a sensor. The LiDAR device may include a laser transmission module, a laser detection module, a signal collection and processing module, and a data transmission/reception module. Laser light sources preferably having wavelengths in a wavelength range of 250 nm to 11 μm or capable of varying their wavelength are used. Further, the LiDAR device is classified into a time of flight (TOF) type LiDAR device and a phase shift type LiDAR device according to a signal modulation method. The LiDAR controls the LiDAR device and other devices connected to the LiDAR device (e.g., a LiDAR processor (not shown) for processing a LiDAR sensing output). For example, such control includes power supply control, reset control, clock (CLK) control, data communication control, memory control, and the like. Meanwhile, the LiDAR device is used to sense a front area of the vehicle. Such a LiDAR device is located on a front surface inside the vehicle, preferably below a front windshield to transmit and receive laser light through the front windshield. Further, for example, the RADAR is connected to a RADAR device which is a sensor. The RADAR device is a sensor device for measuring a distance, a speed, and an angle of an object using electromagnetic waves. When the RADAR device is used, an object in a front side up to 150 m in a horizontal angle of 30 degrees may be detected using a frequency modulation carrier wave (FMCW) method or a pulse carrier method. The RADAR controls the RADAR device and other devices connected to the RADAR device (e.g., a RADAR processor (not shown) for processing a RADAR sensing output). As described above, when contaminants are attached to not only the camera but also the LiDAR and the RADAR, it is impossible to receive driving environment information in an autonomous driving condition of the vehicle, a structure of a spray device capable of spraying a washer fluid onto each device is required. FIGS.1and2illustrate a configuration of a washer fluid spray device of the present disclosure. As shown inFIGS.1and2, the washer fluid spray device includes a plurality of nozzle units110configured to selectively spray a washer fluid onto each instrument or device requiring a spray. In one embodiment of the present disclosure, six nozzle units110are provided, and each of the six nozzle units110is configured to be fluidly connected to each instrument requiring a washer fluid spray. The nozzle unit110is located to include a hollow and includes a transfer conduit130located inside the hollow. One end of the transfer conduit130includes an introduction part120so as to allow the washer fluid to be introduced into the transfer conduit130, and the transfer conduit130includes discharge holes131corresponding to the number of the nozzle units110to allow the washer fluid introduced in a length direction of the transfer conduit130to selectively move through each of the nozzle units110. The discharge hole131may be switched to a position corresponding to each of the nozzle units110, which is configured in the length direction, according to rotation of the transfer conduit130. In one embodiment of the present disclosure, six discharge holes131are located in the length direction of the transfer conduit130, and the six discharge holes131are formed to be spaced at 60 degrees from each other based on a central axis of the transfer conduit130. One end of the transfer conduit130adjacent to the introduction part120is engaged with a step motor200. Further, a pulse current is applied to the step motor200according to an amount of rotation applied from a controller140, and thus the transfer conduit130is rotated so that the nozzle unit110fluidly connected to an instrument requiring cleaning is located to face the discharge hole131. Consequently, the washer fluid introduced through the introduction part120is discharged through the selected nozzle unit110. The introduction part120located at one end of the transfer conduit130is configured to be fluidly connected to a washer fluid reservoir (not shown) and configured such that a washer fluid is introduced into the introduction part120through a water pump between the washer fluid reservoir and the introduction part120. Since the nozzle units110are configured to be adjacent to each other and to be engaged with each other, the number of the nozzle units110may be set according to a selection of a user. The nozzle unit110includes an insertion part111configured to be inserted into an adjacent nozzle unit110, and a hook groove112located in the adjacent nozzle unit110to fix the insertion part111. Thus, it is configured such that the insertion part111and the hook groove112are engaged between two adjacent nozzle units110to be fixed to each other. Further, a sealing ring113may be included between the insertion part111and the hook groove112so that water leak generated from a coupling between the nozzle units110may be prevented. The controller140may measure current values applied to a washer pump motor300and the step motor200and times during which currents are applied and receive ambient temperature values from a temperature sensor located in the washer liquid distribution device100. Further, in an autonomous driving condition of the vehicle, the controller140may receive a cleaning request signal with respect to the camera, the LiDAR, the RADAR, or the like. More preferably, when driving information measured by the camera, the LiDAR, or the RADAR is less than a predetermined value, the controller140may be controlled to automatically spray the washer fluid to a corresponding device. Further, the controller140may be configured to receive rotation information of the transfer conduit130and set an initial position of the transfer conduit130. In the setting of the initial position of the transfer conduit130, the controller140is configured to initially rotate a guide210of the step motor200to the set position and then rotate the guide210to the initial position. Thus, as the guide210of the step motor200is rotated, the transfer conduit130engaged with one end of the step motor200is configured to be integrally rotated with the step motor200. Further, the controller140may be configured to compensate for the current values applied to the step motor200and the washer pump motor300and times during which the current values are applied according to a variation in temperature condition through a temperature sensor located in the washer liquid distribution device100. As described above, since the compensation for the current values and the times during which the current values are applied is performed in response to the variation in temperature condition, a revolution per minute and a torque value of the washer pump motor300are consistently maintained so that a discharge pressure of the washer fluid introduced through the introduction part120is controlled to not be varied. Further, even when an ambient temperature of the washer liquid distribution device100varies, a pulse voltage and a time, which are applied through the step motor200, are compensated for so that an amount of rotation of the transfer conduit130may be consistently maintained. The initial position of the transfer conduit130may be set to a position corresponding to the discharge hole131which corresponds to the nozzle unit110closest to a center of the transfer conduit130in the length direction. Therefore, the transfer conduit130is rotated in a clockwise direction or a counterclockwise direction based on the initial position so that the selected nozzle unit110and the discharge hole131corresponding thereto face each other. More preferably, the controller140is configured to control the pulse input of the step motor200to allow the transfer conduit130to be rotated from the set position to the initial position and configured to store the controlled pulse input. As described above, since the initial position of the transfer conduit130is located at the position corresponding to the discharge hole131which corresponds to the nozzle unit110adjacent to the center of the transfer conduit130in the length direction, it is configured to minimize a delay time due to the rotation of the transfer conduit130according to the bidirectional rotation of the step motor200. In one embodiment of the present disclosure, the transfer conduit130is configured to be moved from the set position to the initial position when a starting is turned on or power is applied, and thus the step motor200applies pulse power to move the transfer conduit130from the set position to the initial position. In order to rotate the transfer conduit130from the set position to the initial position, the controller140is configured to store the number of pulse powers applied from the step motor200and an application time. The controller140is configured to perform initialization of the transfer conduit130by applying the stored pulse power in response to a restriction failure or a position failure of the transfer conduit130. The controller140is configured to determine the position failure of the transfer conduit130and configured to measure a rate of change in current of the washer pump motor300in a state in which the current is applied from the controller140to the step motor200. The rate of change in current of the washer pump motor300, which is to be measured, is a concept including both a current value being applied and a time during which the current value is applied. As described above, when the measured rate of change in current of the washer pump motor300exceeds a predetermined rate of change in current, the controller140determines the transfer conduit130as being in a position failure. That is, when the washer fluid introduced through the reservoir is not discharged to the nozzle unit110via the discharge hole131, the rate of change in current applied to the washer pump motor300is increased. When the current value and a current application time exceed the predetermined rate of change in current, the controller140determines the transfer conduit130as being in a position failure with the rate of change in current applied to the washer pump motor300. When the transfer conduit130is determined as being in the position failure, the controller140is configured to transmit a failure state to the user. Further, when the transfer conduit130is not rotated due to a physical restriction thereof, the controller140determines the transfer conduit130as being in a restriction failure. When a stall current value applied to the step motor200is measured, and the measured stall current value exceeds a predetermined stall current value, the controller140determines the transfer conduit130as being in a restriction failure. The stall current value means the current in which the current value is increased by an overload if the motor is applied the power source by mechanical failure or external interference but cannot move. The stall current value of the step motor200is a concept including both the current value applied to the step motor200and the time during which the current value is applied. When the controller140determines the transfer conduit130as being in the restriction failure, the controller140resets the transfer conduit130from the set position to the initial position and re-attempts discharge of the washer fluid with the same nozzle unit110. As described above, a stall attempt mode in which the discharge of the washer fluid is re-attempted is a mode of reconfirming restriction of the step motor at regular intervals for a unit time so as to confirm whether a restriction failure of the transfer conduit130actually occurs. The controller140is configured to apply power to the step motor at regular intervals for a predetermined time. In a state of re-attempting the discharge of the washer fluid, when the stall current value applied to the step motor200exceeds the predetermined stall current value, the controller140is configured to switch to a protection mode so as to interrupt driving of the step motor200and configured to transmit a failure to the user. FIG.3Aillustrates a configuration in which the transfer conduit130is located at an initial position in the washer liquid distribution device100including six nozzle units110. An initial position is set such that a first nozzle unit110aclose to a center of the transfer conduit130in the length direction and a first discharge hole131aof the transfer conduit130are configured at a position at which the first nozzle unit110acorresponds to the first discharge hole131a. That is, when an initial condition is satisfied with a starting-on or an autonomous driving condition of the vehicle, the transfer conduit130has an initial position at a position at which the guide210of the step motor200has an angle of 180 degrees based on a position of an uppermost end. In response to a signal applied to the controller140, the controller140controls the transfer conduit130to be rotated in the clockwise direction or the counterclockwise direction, thereby controlling the washer fluid to be discharged to the first nozzle unit110acorresponding to the applied signal. More preferably, the guide210of the step motor200is configured to recognize an angle of zero degree based on a rib220located at the uppermost end, and the number of pulses stored in the controller140is applied to the step motor200so that the guide210is configured to be rotated to the initial position. Further, when the starting or the autonomous driving condition of the vehicle is applied as the initial condition, the step motor200is configured such that the guide210comes into contact with the rib220and then is switched to the initial position so that the amount of the rotation of the step motor200may be measured without a separate sensor. Further, after coming into contact with the rib220, the guide210is switched to the initial position, and thus, when the position failure of the transfer conduit130occurs due to insufficient rotation of the transfer conduit130, an amount of rotation of the transfer conduit130may be reset based on the rib220and the guide210. As described above, the transfer conduit130is located at the initial position such that the first nozzle unit110aclosest to the center of the transfer conduit130in the length direction corresponds to the first discharge hole131a. FIG.3Billustrates a configuration in which a second nozzle unit110band a second discharge hole131bare switched to a position at which the second nozzle unit110bcorresponds to the second discharge hole131bin a state in which the guide210is rotated at an angle of 120 degrees based on the rib220. In response to a washing request of the vehicle, the controller140is configured to apply a pulse voltage to the step motor200so that the transfer conduit130has an angle of 120 degrees based on the rib220so as to spray the washer fluid onto the second nozzle unit110b. Thus, the transfer conduit130is configured to be rotated to have an angle of 120 degrees from the rib220and configured such that the second nozzle unit110bfaces the second discharge hole131bcorresponding thereto. FIG.3Cillustrates a configuration in which a third nozzle unit110cand a third discharge hole131care switched to a position at which the third nozzle unit110ccorresponds to the third discharge hole131cin a state in which the guide210is rotated at an angle of 160 degrees based on the rib220. In response to the washing request of the vehicle, the controller140is configured to apply the pulse voltage to the step motor200so that the transfer conduit130has an angle of degrees based on the rib220so as to spray the washer fluid onto the third nozzle unit110c. Thus, the transfer conduit130is configured to be rotated to have an angle of 60 degrees from the rib220and configured such that the third nozzle unit110cfaces the third discharge hole131ccorresponding thereto. FIG.3Dillustrates a configuration in which a fourth nozzle unit110dand a fourth discharge hole131dare switched to a position at which the fourth nozzle unit110dcorresponds to the fourth discharge hole131din a state in which the guide210is rotated to come into contact with the rib220. In response to the washing request of the vehicle, the controller140is configured to apply the pulse voltage to the step motor200so that the guide210comes into contact with the rib220to have an angle of zero degree so as to spray the washer fluid onto the fourth nozzle unit110d. Thus, the transfer conduit130is configured such that the fourth nozzle unit110dfaces the fourth discharge hole131dcorresponding thereto. In contrast, inFIG.3E, the transfer conduit130is configured to have an angle of 240 degrees based on the rib220so that a fifth nozzle unit110eis fluidly connected to a fifth discharge hole131ecorresponding thereto, and inFIG.3F, the transfer conduit130is configured to have an angle of 300 degrees so that a sixth nozzle unit110fis fluidly connected to a sixth discharge hole131fcorresponding thereto. That is, the guide210is configured to be rotated at an angle of 180 degrees in the clockwise direction or the counterclockwise direction based on the initial position, and thus, even when the washer fluid is discharged to the nozzle units110located at both distal ends of the transfer conduit130, the transfer conduit130is formed to have only a rotation angle of 180 degrees in two directions. Further, the controller140returns the transfer conduit130to the initial position after rotating the transfer conduit130so as to spray the washer fluid to the nozzle unit110requested for cleaning and then controls the transfer conduit130to perform the requested cleaning. However, althoughFIGS.3A to3Fillustrate one embodiment including the six nozzle units110, the rotation angle of the transfer conduit130and the position of the discharge hole131may be set according to the number of nozzles. FIG.4illustrates a rate of change in current applied to the washer pump motor300when a position failure of the transfer conduit130occurs according to one embodiment of the present disclosure. As shown inFIG.4, in a condition in which a driving environment of the vehicle is autonomous driving, the controller140receives a cleaning request signal with respect to each device located at an outer side of the vehicle through the nozzle unit110. In response to the received cleaning request signal, the controller140is configured to rotate the transfer conduit130by applying a pulse signal to the step motor200. It is configured such that the washer fluid is introduced into one end of the rotated transfer conduit130, and the washer fluid introduced into the nozzle unit110fluidly connected through the discharge hole131is discharged. However, when the transfer conduit130is not rotated to a corresponding position at which the discharge hole131is fluidly connected to the nozzle unit110, a current value applied to the washer pump motor300and a time during which the current value is applied exceeds a change value of a current which is predetermined in the controller140. Thus, the controller140measures the applied current value and the time during which the current value is applied as a rate of change in current of the washer pump motor300, and when the rate of change in current exceeds a predetermined rate of change in current, the controller140determines the transfer conduit130as being in a position failure. When the transfer conduit130is determined as being in the position failure, the controller140is configured to transmit a failure to the vehicle to provide an alarm to the user.FIG.5illustrates a stall current value applied to step motor200so as to determine a restriction failure of the transfer conduit130according to another embodiment of the present disclosure. The controller140determines whether the transfer conduit130is restricted due to a seizure of the transfer conduit130to the housing or a seizure between the step motor200and the transfer conduit130. The controller140is configured to measure the stall current value applied to the step motor200. The stall current value is a concept including a current applied to the step motor200and a time during which the current is applied. As shown inFIG.5, the stall current value measured from the step motor200is applied as a current that is less than or equal to a current value predetermined in the controller140in a normal operation section. However, when the restriction of the transfer conduit130occurs, it is shown that a current value applied to the step motor200and an application time of the current value exceed reference values predetermined in the controller140according to the rotation of the transfer conduit130. When the stall current value of the step motor200exceeds the predetermined stall current value, the controller140is configured to determine the transfer conduit130as being in a restriction failure, interrupt the driving of the step motor200, and release position initialization of the guide210. As described above, the controller140determines whether the transfer conduit130is restrained and measures the stall current value applied to the step motor200so as to allow the rotation of the transfer conduit130to be performed, thereby determining whether the restriction failure of the transfer conduit130occurs. Further, in a failure state, the step motor200and the transfer conduit130are controlled to be interrupted in rotation thereof so that the step motor200and the transfer conduit130may be protected. FIG.6illustrates a flowchart of determination of the position failure state of the transfer conduit130in performing of a method of distributing a washer fluid according to one embodiment of the present disclosure. In the washer liquid distribution device100of the present disclosure, the method includes determining whether a device cleaning request of the vehicle is applied to the controller140in a state in which the vehicle is switched to an autonomous driving mode. When the device cleaning request of the vehicle is received, the controller140is configured to control the transfer conduit130to discharge the washer fluid to the nozzle unit110to which the received request corresponds. More preferably, the transfer conduit130includes the number of discharge holes131corresponding to that of the nozzle unit110, and the discharge holes131are located to be spaced apart by as much as a predetermined angle based on a central axis of the transfer conduit130so that it is configured such that the transfer conduit130is rotated and the discharge holes131are fluidly connected to the nozzle units110which are corresponding to the discharge holes131and to which the cleaning request of the vehicle corresponds. Further, the transfer conduit130is configured to be rotated by the step motor200so that the controller140applies a pulse voltage to the step motor200so as to control an amount of rotation of the transfer conduit130. Then, the controller140is configured to drive the washer pump motor300to allow the washer fluid to be introduced into the introduction part120engaged with one end of the transfer conduit130. However, since the controller140is configured to measure a current change value of the washer pump motor300, the method includes determining whether the current change value applied to the washer pump motor300exceeds a predetermined current change value. When the current change value applied to the washer pump motor300is less than or equal to the predetermined current change value, the current change value applied to the washer pump motor300is continuously measured, and when the current change value applied to the washer pump motor300exceeds the predetermined current change value, it is determined again whether the current change value applied to the washer pump motor300in the same nozzle unit110exceeds the predetermined current change value. In the same nozzle unit110, when the current change value applied to the washer pump motor300exceeds the predetermined current change value, the controller140is configured to determine the transfer conduit130as being in a position failure and transmit the position failure to the vehicle. That is, in a case in which a load occurs on the washer pump motor300due to an insufficient or excessive amount of rotation of the transfer conduit130, the controller140determines a failure in which a position of the nozzle unit110corresponding to the cleaning request does not match a position of the discharge unit131located in the transfer conduit130. In the same nozzle unit110, when the current change value applied to the washer pump motor300is less than or equal to the predetermined current change value, the controller140gradually moves the step motor200in the clockwise direction or the counterclockwise direction and thus senses a current value of the washer pump motor300. When the current change value of the washer pump motor300due to the gradual movement of the step motor200is in a normal range, the controller140terminates a logic, and, when the current change value of the washer pump motor300due to the gradual movement of the step motor200is out of the normal range, the controller140maintains to sense the current change value due to the gradual movement of the step motor200. When the step motor200is gradually moved, the controller140is configured to rotate the transfer conduit130by applying a pulse voltage in a minimum unit. Thus, as the washer fluid is discharged through each nozzle unit110, the controller140is configured to measure the current change value applied to the washer pump motor300and determine whether the discharge of the washer fluid of a corresponding nozzle unit110is a normal range. As described above, in the present disclosure, the controller140determines whether the discharge hole131corresponding to the nozzle unit110is controlled to located at a position matching a discharge part of the nozzle unit110, and, when the discharge hole131is not controlled to be located at the matched position, the controller140determines the transfer conduit130as being in the position failure. FIG.7illustrates a flowchart of determination of whether a restriction failure of the transfer conduit130occurs according to another embodiment of the present disclosure. The washer liquid distribution device100is configured such that the guide210of the first step motor200is initially switched to the set position, which is a position in contact with the rib220, and then rotated to a start position. Thereafter, whether autonomous driving is performed is determined, and when the vehicle is determined as being in the autonomous driving, the method includes determining whether a device cleaning request of the vehicle is applied to the controller140. When the device cleaning request of the vehicle is received, the controller140is configured to control the transfer conduit130to discharge the washer fluid to the nozzle unit110to which the received request corresponds. More preferably, the transfer conduit130includes the number of discharge holes131corresponding to that of the nozzle unit110, and the discharge holes131are located to be spaced apart by as much as a predetermined angle based on a central axis of the transfer conduit130so that it is configured such that the transfer conduit130is rotated and the discharge holes131are fluidly connected to the nozzle units110to which the cleaning request of the vehicle corresponds. Further, since the transfer conduit130is configured to rotated due to the step motor200, the controller140is configured to measure the stall current value applied to the step motor200and an amount of rotation of the step motor200. Thereafter, the method includes determining whether the stall current value of the step motor200exceeds a stall current value predetermined in the controller140. When the measured stall current value of the step motor200exceeds the predetermined stall current value, the method includes switching to the stall attempt mode and then re-determining whether the measured stall current value of the step motor200exceeds the predetermined stall current value. When the stall current value of the step motor200is less than or equal to the stall current value predetermined in the controller140, or when the stall current value of the step motor200is determined as being less than or equal to the stall current value predetermined in the controller140through the redetermination, the controller140normally drive the washer liquid distribution device100. On the other hand, when the stall current value of the step motor200on which the redetermination is performed exceeds the stall current value predetermined in the controller140, the controller140is configured to interrupt the step motor200and release the position initialization of the transfer conduit130. Subsequently, the method includes transmitting the restriction failure of the transfer conduit130to the vehicle. As described above, the controller140of the present disclosure is configured to determine the restriction failure of the transfer conduit130and the stall current value of the step motor200. Further, the position failure and the restriction failure of the transfer conduit130shown inFIGS.6and7may be determined simultaneously or sequentially. The present disclosure can obtain the following effects according to a combination of the above-described embodiments and a configuration, which will be described below, and a use relationship. The present disclosure has an effect of configuring a plurality of nozzle units and controlling a selective position of a transfer conduit so that a washer fluid is sprayed into various branches through driving of a single washer pump motor. Further, in accordance with the present disclosure, a failure of the washer fluid distribution device can be determined on the basis of a current value applied to a step motor or the washer pump motor without a separate sensor configuration so that there is an effect in which an assembly cost is relatively inexpensive. The foregoing detailed description illustrates the present disclosure. Further, the foregoing is intended to illustrate and describe the exemplary embodiments of the present disclosure, and the present disclosure may be used in various other combinations, modifications, and environments. That is, it is possible to make alternations or modifications without departing from the scope of the present disclosure disclosed in this specification, equivalents, and/or within the technical or knowledge scope in the art to which the present disclosure pertains. The described embodiments are intended to illustrate the best mode for carrying out the technical spirit of the present disclosure and various modification can made in the specific applications and uses of the present disclosure. Therefore, the detailed description is not intended to limit the present disclosure as in the disclosed embodiments. Further, it should be construed that the appended claims are intended to include another embodiment. | 35,916 |
11858480 | Wherever possible, the same reference numbers will be used throughout the drawings to represent the same parts. DETAILED DESCRIPTION OF THE INVENTION The description of illustrative embodiments according to principles of the present invention is intended to be read in connection with the accompanying drawings, which are to be considered part of the entire written description. In the description of embodiments of the invention disclosed herein, any reference to direction or orientation is merely intended for convenience of description and is not intended in any way to limit the scope of the present invention. Relative terms such as “lower,” “upper,” “horizontal,” “vertical,” “above,” “below,” “up,” “down,” “top,” and “bottom” as well as derivatives thereof (e.g., “horizontally,” “downwardly,” “upwardly,” etc.) should be construed to refer to the orientation as then described or as shown in the drawing under discussion. These relative terms are for convenience of description only and do not require that the apparatus be constructed or operated in a particular orientation unless explicitly indicated as such. Terms such as “attached,” “affixed,” “connected,” “coupled,” “interconnected,” and similar refer to a relationship wherein structures are secured or attached to one another either directly or indirectly through intervening structures, as well as both movable or rigid attachments or relationships, unless expressly described otherwise. Moreover, the features and benefits of the invention are illustrated by reference to the preferred embodiments. Accordingly, the invention expressly should not be limited to such preferred embodiments illustrating some possible non-limiting combination of features that may exist alone or in other combinations of features, the scope of the invention being defined by the claims appended hereto. As shown inFIG.2, an exemplary ready mix truck wash system10comprises an open interconnected frame28resembling an inverted “U” including a plurality of vertically extending members30such as tubes having opposed ends32,34, with ends32connecting to corresponding bases36and ends34connecting to corresponding ends40of horizontally extending members38. Other members42,44,46,48,50interconnect to one or more of members30,38and/or to one another to define a frame28. Nozzles54are positioned at predetermined locations of tubes52that generally extend along and are supported by members30,38,44,46,48,50and direct a pressurized liquid, such as water drawn from a holding tank via a pump70(FIG.10a) for washing a ready mix truck. In one embodiment, one or more tubes52may be flexible. In one embodiment, at least a portion of the water may be conveyed directly through nozzles54positioned at predetermined locations of one or more of members30,38,42,44,46,48,50. Additionally, tubes52may also be cantilevered at an angle away from one or more of members30,38,44,46,48,50, such as away from member48positioned approximately mid span at the top of frame28. As further shown inFIG.2, clusters of nozzles54may be positioned in each of parallel planes56,58,60,62that are mutually perpendicular to a travel direction64of ready mix truck12(FIG.4) relative to frame28. These clusters of nozzles54generally define spray arches of pressurized liquid applied to the outside surface of a ready mix truck12(FIG.4) for washing the ready mix truck12. In order to generally center ready mix truck12(FIG.4) moving parallel to travel direction64during operation of ready mix truck wash system10, optional opposed guides66extend generally parallel to travel direction64, with converging guide portions68positioned near plane56of frame28to help initially guide ready mix truck12(FIG.4) under frame28. Optionally, as shown inFIG.15, members152extend inwardly from frame28, such as from members30may include a spring154that permits member152to resiliently deflect away from an extended position as a result of rubbing against a portion of the ready mix truck12(FIG.5), such as a side mirror (not shown) when the ready mix truck12is not sufficiently centered in frame28. In response, the driver can reverse direction and properly realign (i.e., “center”) the ready mix truck12relative to frame28without damaging either the frame28or the ready mix truck12. Operation of components and an exemplary structural arrangement is discussed in further detail on U.S. Pat. No. 8,418,702, which is hereby incorporated by reference in its entirety. For purposes herein, the term “ready mix truck” and the like is meant generally and includes any vehicle used in the construction concrete industries. It is to be understood that the ready mix truck wash system of the present invention may be adapted for use with numerous ready mix truck designs, such as front or rear loading. FIGS.4,5,5a,6and7show different stages of operation of ready mix truck wash system10. Frame28includes an indicator72(FIGS.4and9) similar to a conventional traffic light containing green, yellow and red lights. As shown inFIG.15, instruction panel156provides instructions associated with indicator72. For example, when the green light is displayed, ready mix truck wash system10is ready for use. In response to ready mix truck12(FIG.4) moving sufficiently in travel direction64(FIG.8) such that ready mix truck12is in sufficient proximity so as to be detected such as by breaking (e.g., breaking the sight line of) respective beams74(FIG.8) of sensors76, sometimes referred to as proximity sensors or “electric eyes,” as shown inFIG.4, the yellow light of indicator72is illuminated, and a first stage spray arch84of pressurized liquid is applied through nozzles54to the outside surface of ready mix truck12. First stage spray arch84, which may be applied coincident with one or more of planes56,58,60,62(FIG.2) or other directed arrangement(s) of nozzles54specifically does NOT direct water into hopper24, but is instead, for example, intended to wash other portions of the outside surface of the ready mix truck12, such as the cab and windshield. In response to sufficient additional movement of ready mix truck12(FIG.4) in travel direction64(FIG.8) such that ready mix truck12is in sufficient proximity so as to be detected such as by breaking respective beams78(FIG.8) of sensors80, sometimes referred to as proximity sensors or “electric eyes,” or a laser, a controller86(FIG.10b) deactivates pump70(FIG.10a), thereby shutting off first stage spray arch84(FIG.4) of pressurized liquid being applied to the outside surface of ready mix truck12. It is to be understood that the controller controls operation of the sensors, the pump, the indicator and other components of the system in a known manner that is not further discussed herein. It is to be understood that the sensors are adapted to detect conditions such as the ready mix truck being out of position in a manner that could lead to a collision or inadvertent contact or damage the system, including the possibility that a differently configured ready mix truck, for example, having dimensions too large to be accommodated by the frame of the system (vertically or laterally), such as inadvertently not removing an attachment protruding from the ready mix truck or failing to return a component to its retracted position, such as the hopper, leading to the possibility of shut-down of operation of the system, preceded by appropriate indications by the indicator, which may include, for example, flashing lights and/or audio alarm, to the driver of the ready mix truck in an effort to avoid damage to the system or the ready mix truck. In one embodiment, as shown inFIG.5b, which is similar toFIG.5afurther discussed below, sensors90are at least partially enclosed in support98. Optionally, sensors are totally enclosed within support98(door panel not shown inFIG.5b). As shown, support98includes a support member158, permitting sensors to be movingly positioned therealong, permitting adjustment of the direction of the beams92,96, such as by permitting sensors90to be rotatably movable relative to the axis of support member158. As further shown, a narrow beam guide160secured to support98permits the beams92,96emitted by sensors90to extend uninterrupted through an opening162formed in beam guide160, providing protection of sensors90from pressurized water and/or dirt or concrete load loosened by nozzles54of the ready mix truck wash system. In one embodiment, one or both ends of beam guide160is covered by a protective barrier164composed of materials that do not interrupt the beams92,96emitted from respective sensors90,94. For purposes herein, the terms “sensors,” or “proximity sensors” or “electric eyes” are intended to refer to non-contact devices capable of detecting, within a predetermined distance range, the presence of an object “activated condition” (i.e., the object breaking/reflecting the emitted sensor beam) or the non-presence “deactivated condition” (i.e., absence of the object breaking/reflecting the emitted sensor beam). Examples of such “sensors” may include capacitive, eddy-current, inductive, magnetic, including magnetic proximity fuse, optical photoelectric, photocell (reflective), laser, passive (such as charge-coupled devices), passive thermal infrared, radar, reflection of ionizing radiation, sonar (typically active or passive), ultrasonic, fiber optics, and Hall effect. Returning toFIGS.5and5a, typically subsequent to shutting off first stage spray arch84(FIG.4), as ready mix truck12moves further along travel direction64(FIG.8), at least a pair of sensors90,94such as laser sensors are movably secured to a support98positioned along the top of frame28of ready mix truck wash system10for positioning ready mix truck12relative to frame28. Sensor90is movably positioned relative to support98in at least axial movement directions100,102and rotational movement directions104. Sensor94is movably positioned relative to support98in at least axial movement directions106,108and rotational movement directions110. Sensors90,94are activated only within a predetermined range, meaning that only if an object is positioned outside that predetermined range, e.g., fails to break the respective beams92,96, sensors90,94remain deactivated. Sensors90,94are controlled by controller86(FIG.10b) in a known manner such that when sensor90is activated as a result of beam92being interrupted (indicated as interrupted beam114) by an inside surface112of feed hopper24, and sensor94being simultaneously uninterrupted (i.e., beam96(indicated as uninterrupted beam116as a result of not being interrupted by feed hopper24)), the red light of indicator72is illuminated, indicating that feed hopper24is positioned under a cluster118of nozzles54. In response to red light of indicator72being illuminated, the driver of the ready mix truck12applies the brakes to the ready mix truck12. In case of over-travel of ready mix truck12relative to cluster118of nozzles54, (sensors90,94being moved relative to feed hopper24sufficiently to change the respective interrupted/uninterrupted status of sensors90,94), the red light of indicator72is caused to “blink,” requiring the driver to reverse travel direction64, the driver again applying the brakes to stop ready mix truck12, at least temporarily, when the red light is “solid,” i.e., no longer blinking. As further shown inFIGS.5and5a, in response to ready mix truck12remaining in position for a predetermined time period such as three seconds, controller86(FIG.10b) opens a solenoid valve (not shown) to permit pump70(FIG.10a) to direct pressurized water to flow through cluster118of nozzles54, defining second stage spray arch120. In one embodiment, pump70remains on during the operation of the truck wash system. Substantially all of the pressurized water of second stage spray arch120is directed onto inside surface112of feed hopper24and flows into barrel26or drum of ready mix truck12, thereby mixing with the concrete load. Controller86(FIG.10b) closes the solenoid valve (not shown) to pump70(FIG.10a) after operating for a predetermined time period such as 10 seconds, thereby shutting off flow of second stage spray arch120. As a result of nozzles54(FIG.5) having orifice sizes restricting water flow at a predetermined water pressure, pump70(FIG.10a) delivers the pressurized water through the nozzles54of second stage spray arch120at a known flow rate, such as 45 gallons/minute and operating for a tightly controlled predetermined time, such as 10 seconds, the amount of water introduced into the concrete load, 7.5 gallons in this case, may be very closely controlled, e.g., 0.5 gallons, or less of deviation. Therefore, by withholding the desired amount of liquid (e.g., 7.5 gallons) in the concrete load initially loaded into the ready mix truck12, the desired amount of liquid is contained in the concrete load after washing the ready mix truck. As shown, protective barriers122are provided to protect sensors90,94, from any combination of second stage spray arch120and/or concrete to be cleaned from inside surface112of feed hopper24. Protective barriers122are composed of materials that do not interrupt the beams92,96emitted from respective sensors90,94. Once the flow of pressurized water from second stage spray arch120is shut off, as shown inFIGS.6-7, pressurized water from nozzles54forming a third stage spray arch124is initiated. Third stage spray arch124is applied to the outer surface of ready mix truck12, primarily to the outer surface of barrel26or drum. At this time, the driver resumes travel of ready mix truck12in travel direction64away from ready mix truck wash system10. Upon beams78(FIG.8) of sensors80(FIG.8) no longer being broken by ready mix truck12, controller86(FIG.10b) deactivates pump70(FIG.10a) after a predetermined time period. As shown inFIGS.11-14an embodiment of ready mix truck wash126adapted for rapid transportability between sites is now discussed. For brevity, components of frame128ready mix truck wash126that are different from frame28of ready mix truck wash system10are discussed. For example, each of vertically extending corresponding members130a,130bof frame128of ready mix truck wash126are pivotably connected by a pivot joint member132, and as shown inFIG.11, are positioned in a folded or retracted or collapsed position182, with frame128of ready mix truck wash126being supported by a platform134secured to a trailer136pulled by a vehicle150. As shown inFIG.12, once ready mix truck wash126is positioned in a desired operational location, a lifting apparatus138such as a scissor lift positioned between platform134and frame128is actuated from a collapsed position to an extended position, thereby raising frame128relative to platform134. Once lifting apparatus138has been raised to the extended position, a turntable140is unlocked to permit frame128to be rotated in rotational movement direction148approximately 90 degrees relative to trailer136between a frame transport position170(FIG.11) and a frame installation position180(FIG.12). Once frame128has been rotated relative to trailer136, members130a,130bare each pivotably connected about respective pivot joint members132and urged into pivotal movement184(FIG.12) from folded or retracted or collapsed position182to extended position186(FIG.13), such as by gravity or with actuator control (not shown), locked in the extended position, and bases142are secured to the ends of each corresponding member130b. In one embodiment, members130a,130bare telescoping, and do not rotate relative to one another between collapsed and extended positions. Subsequently, lifting apparatus138is actuated from the extended position to the collapsed position, thereby disconnecting frame128from lifting apparatus138, permitting vehicle150to pull trailer136from beneath frame128. Once modules144,146are operably connected with frame128, ready mix truck wash126is available for use such as shown inFIG.14. While the invention has been described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims. | 16,641 |
11858481 | DETAILED DESCRIPTION OF THE DRAWINGS Referring to the Figures, one embodiment of a lock module assembly is generally indicated at10. The lock module assembly10locks a wheel hub, graphically represented by a tire12, shown partially cut away inFIG.1. A shaft or some other structure may be required between the lock module assembly10and the wheel hub12, depending on the design of the vehicle in which the lock module assembly10is to be installed. It should be appreciated by those skilled in the art that such a design falls within the scope of this disclosure. The lock module assembly10selectively inhibits the rotation of the wheel hub12in one direction, the other direction, in both directions, and in neither direction. The first two of these situations wherein the wheel hub12is locked from rotating in one or the other directions are commonly referred to as “hill hold.” The third situation with the wheel hub12locked in both directions is commonly referred to as “park,” whereas the fourth situation with neither direction of the wheel hub12rotation locked being commonly referred to as “neutral” or “disconnect.” The reason there are two hill hold locking conditions is due to the orientation of the vehicle on the hill in combination with the direction the vehicle is directed to move. For example, if a front of a vehicle is extending down an incline and the driver of the vehicle directs the vehicle to move in reverse direction (back up), the lock module assembly will prevent the vehicle from rolling in a forward direction down the incline. It should be appreciated by those skilled in the art that the hill hold function must operate in both directions, depending on the desired driving direction from that position to prevent the vehicle from rolling down the incline when it is desired to travel up the incline. The lock module assembly10is also fixedly secured to a non-rotating portion of the vehicle14(graphically represented by the vehicle frame14). In the embodiment shown inFIGS.1through3, the non-rotating portion of the vehicle is the vehicle frame14. The lock module assembly10is shown to be fixedly secured to the vehicle frame14by a set of bolts16(one shown). The lock module assembly10may be secured to another vehicular structure so long as the lock module assembly10does not rotate relative to the vehicle14. It should be appreciated by those skilled in the art that the lock module assembly10may be secured to other structures similar to the vehicle frame14with devices similar to bolts16without changing the scope of this disclosure. A rotating shaft18is operatively connected to the wheel hub12such that the rotating shaft18selectively provides torque that will eventually drive the wheel hub12. The rotating shaft18is driven by a motor or an engine, either directly or indirectly through a transmission (neither shown). The connection between the rotating shaft18and the wheel hub12will be discussed in greater detail subsequently. The lock module assembly10includes a case, generally shown at20, defining an exterior22, an interior24, a central axis A, and a through port26. The through port26is coaxial with the central axis A. It is the exterior22of the case20that is fixedly secured to the vehicle frame14such that there is no lost motion between the case20and the vehicle frame14. The case20is fixedly secured to the vehicle frame14in a position and orientation such that the rotating shaft18is coaxial with the central axis A. The lock module assembly10includes a disconnect race30. The disconnect race30is fixedly secured to the rotating shaft18by any means known in the art such that there is no lost motion or slippage between the rotating shaft18and the disconnect race30. In one embodiment, a spline32,34is used to prevent lost motion between the rotating shaft18and the disconnect race30. The disconnect race30extending out to a disconnect periphery36and defines a disconnect race radius B. At least one disconnect locking element40is housed within the disconnect race30. In the embodiment shown in the Figures, the disconnect race30is a pocket plate30and the at least one disconnect locking element40is a disconnect rocker40. It should be appreciated by those skilled in the art that the disconnect race30may facilitate any style of clutch assembly, including but not limited to mechanical clutches, friction clutches, dog clutches, planar clutches, radial clutches, controllable or otherwise. The lock module assembly10also includes a control race, generally shown at42. In the embodiment shown, the control race42is a notch plate disposed adjacent the disconnect race30and includes a control hub44, a control body46and a control rim50. All three control parts44,46,50are coaxial with each other and the central axis A. In the embodiment shown in the Figures, the control hub44defines a control hub radius C and the control rim50defines a control rim radius D, wherein the control rim radius D is greater than the control hub radius C. The control rim50defines a control outer edge52and a control inner edge54. The control inner edge54is disposed adjacent the disconnect periphery36of the disconnect race30such that the control rim50extends out from the control body46allowing the control rim50to cover the disconnect race30. The control rim50generally extends out perpendicularly to the control body46. In other words, the disconnect race30may be considered to fit within the control race42. In the embodiment shown, the control hub44extends out from the control body46in a direction opposite the direction in which the control rim50extends out from the control body46. The control race42includes at least one disconnect tooth56position on the control inner edge54. In the embodiment shown, the control race42includes a set of disconnect teeth56extending equidistantly about the control inner edge54directed inwardly toward the central axis A. The set of disconnect teeth56may be selectively engageable with the at least one disconnect locking element40of the disconnect race30, wherein the control race42rotates with the disconnect race30when the at least one disconnect locking element40engages at least one of the set of disconnect teeth56. Because the disconnect race30is splined or otherwise fixedly secured to the driven shaft18, the control race42rotates with the driven shaft18when the at least one disconnect locking element40engages at least one of the set of disconnect teeth56on the disconnect race30. When the at least one disconnect locking element40no longer engages the disconnect teeth56, the control race42and, hence, the wheel hub12will be disconnected from the driven shaft18. Without any other controls on the wheel hub12, the wheel hub12will be in “neutral” and can roll independently of any rotation of the driven shaft18when the control race42is disconnected from the driven shaft18by the disconnect race30. The control race42also includes at least one control tooth60. The at least one control tooth60is spaced from the set of disconnect teeth56. In the embodiment shown in the Figures, the control race42includes a set of control teeth60spaced equidistantly about the control outer edge52of the control race42extending outwardly away from the central axis A. Both the at least one disconnect tooth56and the at least one control tooth60are designed to be bidirectional such that they are operational regardless of the direction of rotation of the driven shaft18or the rotational movement of the wheel hub12. The lock module assembly10includes a disconnect actuator64that operatively engages the at least one locking element40to selectively connect and disconnect the control race42to and from the disconnect race30, respectively. The disconnect actuator64operatively moves a plunger66into and out of engagement with the locking element40. One embodiment of the disconnect actuator64is a linear actuator described in U.S. Pat. No. 11,139,097, assigned to the applicant of this invention, the disclosure of which is hereby incorporated by reference. It should be appreciated by those skilled in the art that other actuators may be used to move the locking element40. The disconnect actuator64rotates with the disconnect race30. At least one pin70aligns the disconnect actuator64with the disconnect race30so that the plunger66always is able to engage or disengage the at least one locking element40. It should be appreciated by those skilled in the art that the lock module assembly10may include a number of pins70spaced about the lock module assembly10. As shown inFIG.2, there are four pins70, all equidistant from the central axis A at a radius less than the disconnect race radius B, but greater than the control hub radius C. The lock module assembly10includes at least one clockwise control actuator, generally shown at72, for operatively engaging the set of control teeth60on the control outer edge52of the control rim50of the control race42to prevent movement of the control race42in a counterclockwise direction (directions are with reference to the orientation of the lock module assembly10inFIG.2). The lock module assembly10also includes at least one counter-clockwise control actuator, generally shown at74, for operatively engaging the set of control teeth60to prevent movement of the control race42in a clockwise direction. While there are only two of these actuators72,74shown, it should be appreciated by those skilled in the art that there may be a plurality of these actuators72,74positioned about the control outer edge52. Each of the control actuators72,74is secured to the case exterior22using fasteners, such as bolts76(one shown inFIG.1). Actuator channels80,82extend through the case20providing access to the case interior24for each of the control actuators72,74. Plunger channels84,86provide access to the control race42and the set of control teeth60. The plunger channels84,86extend through an outer static race90, which in the embodiment shown in the Figures, is a pocket plate. The outer static race90includes a plurality of outer static teeth92that prevent rotation between the outer static race90and the case20. The control actuators72,74are solenoids94,96having plungers100,102that move into and out of the solenoids94,96. The action of the plungers100,102will be discussed in greater detail subsequently. The outer static race90includes at least one static race pocket104. Each of the at least one static race pocket104communicates with the each of the plunger channels84,86, respectively, allowing a distal end106,110of each plunger100,102to enter therein. The at least one static race pocket104also includes at least one control locking element112. The control locking element112selectively engages the set of control teeth60to selectively control whether the control race42and wheel hub12are rotating, and if so, in which direction the control race42and wheel hub12are rotating. In the embodiment shown, there is a clockwise control locking element112and a counterclockwise control locking element114. The clockwise control locking element112moves from a retracted position within its static race pocket104when the plunger100of the clockwise control actuator72moves to its extended position. When the clockwise control locking element112moves into the extended position, it engages with one of the set of control teeth60preventing movement of the control race42and the wheel hub12in the counterclockwise direction. Likewise, the counterclockwise control locking element114moves from a retracted position within its static race pocket104when the plunger102of the counterclockwise control actuator74moves to its extended position. When the counter-clockwise control locking element114moves into the extended position, it engages with one of the set of control teeth60preventing movement of the control race42and the wheel hub12in the clockwise direction. As discussed above, prevention of rotation in one of the clockwise or counterclockwise directions is a hill hold condition preventing the vehicle from rolling down an incline. Prevention of rotation in both directions (by having both the clockwise112and counterclockwise114control locking elements engage the set of control teeth60) is a park condition preventing the vehicle from moving in any direction. Each of the locking elements112,114may be any type of locking element required to be used based on the design of the races90,42. The locking elements112,114could include struts, rockers, pawls, and the like. In the embodiment shown, the locking elements112,114are struts oriented to mirror each other based on the direction of rotation. Each of the struts112,114has a cam surface116,120and an engagement arm122,124. The struts112,114are biased into the retracted position by control springs126,130. Control position sensors132,134are in each of the static race pockets104. The control position sensors132,134sense the position of the clockwise112and counter-clockwise114control locking elements. This is important as the control locking elements112,114cannot move into engagement with the control race42when the control race42is moving at speeds greater than a predetermined speed, which is measured by a speed sensor136housed within the outer static race90. Returning attention to the at least one disconnect locking element40, there are four disconnect locking elements40shown inFIG.2. The disconnect locking elements40are shown to be disconnect rockers40having disconnect cam ends140and disconnect engagement arms142similar to the control locking elements112,114although the profiles of are not identical. Disconnect springs144bias the disconnect locking elements40into their respective retracted positions within disconnect pockets146within the disconnect race30. The plungers66from the disconnect actuators64move the disconnect locking elements40out of the disconnect pockets146and into engagement (a non-disconnect state or connect state) with the control race42. As stated above, the wheel hub12is in neutral when the disconnect locking elements40are retracted into the disconnect race30such that the control race42and wheel hub12are disconnected from the driven shaft18, whereas the wheel hub12is engaged and driven when the disconnect locking elements40extended and engaging the set of disconnect teeth56on the control inner edge54of the control race42. Seals150prevent debris from entering the case20lock module assembly10and any lubrication from leaving the case20. These seals150are known to those skilled in the art. Bearings152,154are used to facilitate the rotation of disconnect race30and the control race42, respectively. Referring toFIG.4, wherein elements similar to those in the embodiment shown inFIGS.1through3are offset by200, a first alternative embodiment of the lock module assembly210is shown secured to a transmission213. The lock module assembly210locks two wheel hubs212indirectly as the lock module assembly210is coaxial with the transmission output shaft218, acting as the driven shaft. This shaft218enters a differential215, which redirects the rotational forces of the transmission output shaft218to both wheel hubs212. Referring toFIG.5, wherein elements similar to those in the embodiment shown inFIGS.1through3are offset by300, a second alternative embodiment of the lock module assembly310is shown secured relative to a transmission313designed to operate in line with the half shafts317,319that rotate the wheel hubs312. The driven shaft318is hollow allowing at least one of the half shafts317,319to pass therethrough. The invention has been described in an illustrative manner. It is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the invention may be practiced other than as specifically described. | 15,973 |
11858482 | DETAILED DESCRIPTION The present subject matter discloses a parking brake function that may be realized using one or more multi-speed gearboxes. The present subject may be especially advantageous in commercial trucks having electric or hybrid drivetrains, though it may be applicable to any vehicle having any type of drivetrain employing one or more multi-speed gearboxes. In some embodiments, the present subject matter may allow for the size and complexity of the vehicle braking system to be reduced particularly in proximity to the wheels and/or axles. This may reduce the overall vehicle weight and/or allow additional and/or alternate vehicle components, such as batteries, electric motors, and the like, to be installed in the vehicle. FIG.1is a schematic of a drivetrain100according to an embodiment of the disclosed subject matter having an example differential5. The drivetrain100/150may include a shift-able, multi-speed gearbox8having at least a first driving stage i(1) and a second driving stage i(2). The driving stages i(1)/i(2) may utilize different ratios for operating an electric motor1in the optimal performance range during various driving situations. Rotation from the electric motor1or other propulsion source may be input to the multi-speed gearbox8via an input shaft, chain, belt, gear, or the like, of the multi-speed gearbox8. The ratios may be selected, for example, to fulfill a vehicle gradeability requirement from rest, such that the vehicle may be capable of starting on a specified grade and capable of maintaining forward motion on the same grade. While referred to as “gearbox,” the driving stages i(1)/i(2) disposed within multi-speed gearbox8may be realized by gears, pulleys or sprockets, which are connected by belts and/or chains, or the like. A differential5may distribute the torque generated by the electric motor1to a wheel pair7. Each wheel of wheel pair7may include an outer planetary gear disposed on the outer rim of each wheel, where a ratio between a final stage shaft of the differential5driving the wheel pair7and the driven wheels is larger than one. While an electric motor1is illustrated inFIG.1for the purpose of discussion, any type of engine, motor, or other source of propulsion may be used without departing from the scope of the disclosed subject matter. Where one or more electric motors may be utilized, the vehicle may include an appropriate charge storage device, such as a battery pack, capacitor, or the like, from which current may be principally drawn to deliver power. A gear actuator3, which may be electrically, hydraulically, or pneumatically operated, may select a driving stage i(1)/i(2) of the multi-speed gearbox8using a sliding clutch4. The gear actuator3may also select a neutral mode (N) of sliding clutch4, which may render the output shaft of the electric motor1disconnected from the differential5and wheels7. As used herein, the output shaft of the electric motor1may be mechanically coupled to the input of the multi-speed gearbox8, and the conventions may be used interchangeably. For example, sliding clutch4may be said to couple the output of electric motor1, or equivalently the input of the multi-speed gearbox8, to the driving stages i(1)/i(2), differential5, and wheels7. As shown, when gear actuator3is moved to a first mode (1), the sliding clutch4may mechanically link the output shaft of the electric motor1to the differential5and wheels7via a first driving stage i(1). When gear actuator3is moved to a second mode (2), the sliding clutch4may mechanically link the output shaft of the electric motor1to the differential5and wheels7via a second driving stage i(2). A fourth locking mode (L) may mechanically link the electric motor1to the differential5and wheels7via both the first i(1) and second i(2) driving stages. As previously discussed, the at least first and second driving stages i(1)/i(2) may utilize differing ratios that cannot operate simultaneously without allowing at least one driving stage i(1)/i(2) to slip. Accordingly, the fourth locking mode (L) may lock the multi-speed gearbox8such that it prevents rotation both of its output shaft and the mechanically-coupled output shaft of the electric motor1. With the locking mode (L) engaged, the input gear-wheel of the differential, also known as the pinion gear, may be locked as well as the ring gear. Each wheel of wheel pair7may be able to independently rotate freely in opposite directions, while each wheel may be prohibited from simultaneously rotating in the same direction. To ensure the vehicle is prevented from rolling, a differential lock6may be utilized. A differential lock6may be activated to mechanically link the first wheel with the second wheel, thereby preventing the independent rotation in opposite directions. The differential lock6may be realized by coupling each output shaft of the differential5. With the wheel pair7locked, a parking brake mode may be achieved that may prevent the vehicle from rolling forward and/or backward. Differential lock6may be activated to mechanically link the wheels7subsequently in response to or simultaneously with the selection of the fourth locking mode (L) via gear actuator3. Alternatively or in addition, the differential lock6may be activated independently of whether the fourth locking mode (L) is activated for the purpose of improving wheel traction, for example. Activation of the fourth locking mode (L) by gear actuator3shall be prohibited while the vehicle is moving, via mechanical and/or electrical techniques, to avoid causing damage to the first and second driving stages i(1)/i(2). The multi-speed gearbox8may be unsynchronized. In order to transition between the driving stages i(1)/i(2), a variety of techniques may be employed. For example, while the vehicle is moving, a transition from a first driving stage i(1) to i(2) may occur by disengaging the first driving stage i(1) such that electric motor1is in a neutral mode. Subsequently, the speed of the output shaft of the electric motor1and the coupled input of the multi-speed gearbox8may be adjusted so that the sliding clutch4can engage with the driving stage i(2) smoothly and without causing excessive wear or damage. In contrast, when the vehicle is at a standstill, the electric motor1may rotate the input of the multi-speed gearbox8to a position where the sliding clutch4may engage with the second driving stage i(2). If the input of the multi-speed gearbox8is not aligned such that the sliding clutch4can engage with the second driving stage i(2), the input of the multi-speed gearbox8may be additionally rotated via the electric motor1, which may correspondingly rotate the vehicle wheels7, until the correct engagement position for the second driving stage i(2) is reached. Rotating the wheels7may displace the vehicle by a short distance, such as between 5 and 25 mm; preferably, 14 mm or less. A gear actuator3, which may also be used to activate clutch4to engage the first or second driving stage i(1)/i(2), may also be used to disengage the clutch4from the first driving stage i(1)/i(2). The multi-speed gearbox8may be unsynchronized such that a connected electric motor may adjust its speed appropriately to allow for a smooth transition of the sliding clutch4based on the selected driving stage i(1)/i(2) and current vehicle speed. A smooth transition from one driving stage to another may be one that is designed to minimize wear on the internal multi-speed gearbox8components while also providing a comfortable experience for passengers of the vehicle that is relatively free of rapid accelerations and decelerations. FIG.2Ais a schematic of a drivetrain200according to an embodiment of the disclosed subject matter having an example differential5. Drivetrain200/250may be similar to drivetrain100/150but may include two gear actuators3A/3B that are individually operable via a respective sliding clutch4A/4B. As shown inFIG.2, a neutral mode (N) may be selected where neither gear actuator3A nor3B is activated to engage its respective sliding clutch4A/4B. When gear actuator3A is activated in a first mode (1), the corresponding sliding clutch4A may link the output shaft of electric motor1to the differential5and wheels7via a first driving stage i(1). When gear actuator3B is activated and gear actuator3A is not activated in a second mode (2), the corresponding sliding clutch4B may be engaged to link the output shaft of electric motor1to the differential5and wheels7via a second driving stage i(2). A fourth locking mode (L) may occur where both gear actuator3A and gear actuator3B are activated to engage sliding clutches4A and4B to mechanically link the output shaft of the electric motor1with both driving stages i(1)/i(2). Because the first and second driving stages may utilize differing ratios that cannot operate concurrently, the fourth locking mode (L) may lock the drivetrain200/250to prevent the vehicle wheels7from rolling, thereby achieving a parking brake function when the differential lock is activated. As previously discussed with respect toFIG.1, with the locking mode (L) engaged, the input gear-wheel of the differential may be locked. Each wheel of wheel pair7may be able to independently rotate freely in opposite directions, while each wheel may be prohibited from simultaneously rotating in the same direction. To ensure the vehicle is prevented from rolling, a differential lock6may be utilized. A differential lock6may be activated to mechanically link the first wheel with the second wheel, thereby preventing the independent rotation in opposite directions. The differential lock6may be realized by coupling each output shaft of the differential5. With the wheel pair7now locked, parking brake function may be achieved. Differential lock6may be activated to mechanically link the wheels7subsequently in response to, or simultaneously with the selection of the fourth locking mode (L) via gear actuator3. Alternatively or in addition, the differential lock6may be activated independently of whether the fourth locking mode (L) is activated. This may be performed for the purpose of improving wheel traction, for example. Activation of the fourth locking mode (L) by gear actuator3may be prohibited while the vehicle is in motion via mechanical and/or electrical techniques to avoid causing damage to the first and second driving stages i(1)/i(2). FIG.2Bis a schematic of a drivetrain275according to an embodiment of the disclosed subject matter that is similar to drivetrain200as depicted inFIG.2A. In drivetrain275, sliding clutch4B may be mechanically linked to an elastic coupling and may be only activated via gear actuator3B during a parking brake mode (L). As in drivetrain200, gear actuators3A/3B may be individually operable via the respective sliding clutches4A/4B. In contrast to drivetrain200, sliding clutch4A may be used during driving modes to engage both the first driving stage i(1) and the second driving stage i(2); i.e., the first (1) and second (2) modes. Sliding clutch4B may only be used during the parking brake mode (L) and may remain in a neutral mode (N) at all other times. Therefore, the elastic coupling of sliding clutch4B may not be used while the vehicle is moving. As in drivetrain200, the first i(1) and second i(2) driving stages may utilize differing ratios that cannot operate concurrently. Thus, the fourth locking mode (L) may lock the drivetrain275to prevent the vehicle wheels7from rolling, thereby achieving a parking brake function. As previously discussed with respect toFIG.1, with the locking mode (L) engaged, the input gear-wheel of the differential may be locked. Each wheel of wheel pair7may be able to independently rotate freely in opposite directions, while each wheel may be prohibited from simultaneously rotating in the same direction. To ensure the vehicle is prevented from rolling, a differential lock6may be utilized. A differential lock6may be activated to mechanically link the first wheel with the second wheel, thereby preventing the independent rotation in opposite directions. The differential lock6may be realized by coupling each output shaft of the differential5. Differential lock6may be activated to mechanically link the wheels7subsequently in response to, or simultaneously with the selection of the fourth locking mode (L) via gear actuator3. Alternatively or in addition, the differential lock6may be activated independently of whether the fourth locking mode (L) is activated. This may be performed for the purpose of improving wheel traction, for example. Activation of the fourth locking mode (L) by gear actuator3may be prohibited while the vehicle is in motion via mechanical and/or electrical techniques to avoid causing damage to the first and second driving stages i(1)/i(2). The elastic coupling, which is mechanically linked with sliding clutch4B, may improve the parking process and facilitate engagement of the parking brake function. When attempting to park the vehicle, the vehicle may then be maneuvered into the desired parking location. At this point, the driver may wish to activate the parking brake function. For maneuvering, stage i(1) is activated and stays activated. Parking mode is initiated by activating stage i(2) with sliding clutch4B. To avoid driving the electric motor in case of an unaligned clutch4B and gear wheel of stage i(2), the elastic coupling of the clutch and the chamfer or tooth-on-tooth engagement of the second driving stage i(2) is used. The elastic coupler will rotate under the same force as the actuator force when the clutch4B is engaged. In another example, sliding clutch4B may be engaged via gear actuator3B to activate the second driving stage i(2). When stopped, the engagement of sliding clutch4B with the second driving stage i(2) may occur only when the hub of the second driving stage i(2) is correctly aligned with sliding clutch4B. For example, sliding clutch4B may include dog teeth, a toothed selector ring, or the like, that may be aligned with a corresponding toothed portion of the driving stage i(2). The driving stages i(1)/i(2) may include conjugated teeth that are shaped to mesh with the teeth of the toothed selector ring of clutch4A/4B when in a tooth-to-tooth position. Electric motor1may rotate the input of multi-speed gearbox8to align the teeth of sliding clutch4B with the second driving stage i(2). To achieve the parking brake function, driving stage i(1) may be concurrently engaged via sliding clutch4A. Sliding clutch4A may also require alignment with the hub of driving stage i(1), which can be accomplished by rotating the input of multi-speed gearbox using electric motor1as previously described. Normally, rotating the electric motor1at this point to align clutch4A with driving stage i(1) would displace the vehicle, since driving stage i(2) is already engaged. Because clutch4B is mechanically linked to the elastic coupling however, limited rotation of the input may be permitted without displacing the vehicle. Stated another way, the elastic coupling of sliding clutch4B allows the input of multi-speed gearbox8to twist in-place without translating the twisting to rotation of the wheel pair7via the second driving stage i(2), as may be the case when an elastic coupling is not used. In this way, alignment of the first driving stage i(1) hub may be achieved with clutch4A while the second driving stage i(2) is engaged without displacing the vehicle. FIG.3is a schematic of a drivetrain300that may include a pair of electric motors1/2and corresponding pair of multi-speed gearboxes8A/8B according to an embodiment of the disclosed subject matter. Each of the first electric motor1and the second electric motor2may individually drive a respective wheel of the wheel pair7via a respective first and second multi-speed gearbox8A/8B. In this way, and as applicable toFIGS.4-7, the vehicle may realize the associated improvements in efficiency, due to no losses through the differential, safety, due to the second motor being available in case of loss of the first motor, and dynamics, due to torque vectoring. Additionally, each wheel of wheel pair7may realize individualized braking and individualized recuperation to recharge an associated charge storage device of the vehicle. Rotation from the electric motor1or other propulsion source may be input to the multi-speed gearboxes8A/8B via an input shaft, chain, belt, gear, or the like, of the multi-speed gearbox8A/8B. Each multi-speed gearboxes8A/8B may have two or more driving stages i(1)/i(2) that may be individually engaged via a corresponding sliding clutch4A-4D by activating a corresponding gear actuator3A-3D. In this way, each multi-speed gearbox8A/8B may provide at least a neutral, first, and second driving mode as previously discussed. In an embodiment, gear actuators3A/3C and3B/3D may be activated and deactivated in pairs simultaneously, so as to maintain a same driving stage i(1)/i(2) for each of the wheels7. For example, the actuation of the i(1) driving stage may occur simultaneously for gear actuators3A and3C and sliding clutches4A and4C, while actuation of the i(2) driving stage may occur simultaneously for gear actuators3B and3D and sliding clutches4B and4D. Activating gear actuators3A-3D together may each input of the multi-speed gearboxes8A/8B corresponding wheels of the wheel pair7. With the wheel pair7locked, a parking brake mode may be achieved. Since each wheel of the wheel pair7may be driven independently, no differential may be necessary to distribute torque to the wheels7. Likewise, and in contrast to the drivetrain layouts100and200, no differential lock may be necessary in order to lock the wheels7in drivetrain layout300. FIG.4is a schematic of a drivetrain400similar to drivetrain300that may additionally include shaft lock12according to an embodiment of the disclosed subject matter. Shaft lock12may be activated to mechanically couple each wheel of the wheel pair7. Unlike drivetrain300, if shaft lock12is activated, activating either of gear actuators3A and3B or gear actuators3C and3D may lock both wheels of wheel pair7. Stated another way, shaft lock12may allow for locking both wheels of the wheel pair7by locking only a single multi-speed gearbox of the multi-speed gearboxes8A/8B. With the wheel pair7locked via shaft lock12, the parking brake mode may be achieved. As previously discussed, one or more multi-speed gearboxes8A/8B may be locked in a fourth locking mode (L) where at least two driving stages i(1)/i(2) are engaged concurrently. FIG.5is a schematic of a drivetrain500where common gear actuators3A and3B are shared between the sliding clutches4A-4D according to an embodiment of the disclosed subject matter. More specifically, gear actuator3A may be used to engage sliding clutches4A and4D that may mechanically link to a first driving stage i(1). Gear actuator3B may be correspondingly used to engage sliding clutches4B and4C, which may mechanically link to a second driving stage i(2). With both gear actuators3A and3B activated to engage all four clutches4A-4D, the wheel pair7may be locked, thereby achieving the parking brake mode. By reducing the number of gear actuators3used to implement the drivetrain500when compared to drivetrain400, a cost savings may be realized. Additionally, because drivetrain500may operate the sliding clutches4A/4D and4B/4C in unison, a different lock6may be unnecessary in order to lock both wheels of wheel pair7since both the first multi-speed gearbox8A may be locked concurrently with the second multi-speed gearbox8B. FIG.6is a schematic of a drivetrain600according to an embodiment of the disclosed subject matter. As shown inFIG.6, gear actuators3A and3B may be provided for mechanically linking the output shaft of electric motor1with multi-speed gearbox8A via first and second sliding clutches4A and4B. Gear actuator3A may be deactivated in a neutral mode or activated to engage sliding clutch4A with at least a first driving stage i(1), while gear actuator3B may be deactivated in a neutral mode or activated to engage sliding clutch4B with a second driving stage i(2). Using gear actuator3A to engage clutch4A in the first driving stage i(1) while simultaneously using gear actuator3B to engage clutch4B in the second driving stage i(2) may achieve the parking brake mode for a first wheel of the wheel pair7. Gear actuator3C, on the other hand, may be deactivated in a neutral mode or activated to engage either at least a first driving stage i(1) or a second driving stage i(2) of multi-speed gearbox8B via sliding clutch4C. Because sliding clutch4C may be incapable of engaging both driving stages i(1)/i(2) simultaneously to establish a fourth locking mode, shaft lock12may be utilized to lock the second wheel when the first wheel is locked via the engagement of sliding clutches4A and4B. Stated another way, the shaft lock12, when activated, may lock the second wheel (corresponding to electric motor2) to the locked first wheel (corresponding to electric motor1). In the event of a failure of one of the electric motors1/2or associated electronics, such as an inverter, power supply line, or the like, the remaining electric motor1/2and corresponding multi-speed gearbox8A/8B may be utilized to transfer power to both wheels of wheel pair7by activating shaft lock12. For example, if electric motor1fails, electric motor2may provide power to both wheels of wheel pair7by engaging shaft lock12. Following the same example, even where electric motor1fails, the vehicle may still achieve a parking brake mode by activating shaft lock12in conjunction with engaging both clutches4A and4B or, by engaging clutch4C with a first driving stage i(1)/i(2) while concurrently engaging either clutch4A or4B corresponding to the second, different driving stage i(1)/i(2). FIG.7is a schematic of a drivetrain700having a first and second shaft lock12A/12B according to an embodiment of the disclosed subject matter. The shaft locks12A/12B may each be operated by one or more gear actuators or by the same gear actuator. Drivetrain700includes a first gear actuator3A and a second gear actuator3B that may function similarly to gear actuator3C of drivetrain600having at least three driving modes. Specifically, each of gear actuators3A and3B may be deactivated in a neutral mode or activated to engage a respective sliding clutch4A/4B with either a first driving stage i(1) or a second driving stage i(2) of a respective multi-speed gearbox8A/8B. In general, gear actuators3A and3B may be synchronized to engage the first driving stage i(1) or the second driving stage i(2) simultaneously or otherwise during the same time period, as previously discussed with reference to drivetrain400. Where driving conditions differ for each wheel of the wheel pair7, for example, such as in ice or snow, or while traveling off-road, it may be possible to drive the first wheel using electric motor1at a first speed using the first driving stage i(1) and to simultaneously drive the second wheel using electric motor2at a second speed using the second driving stage i(2). Like gear actuator3C of drivetrain600, neither of the gear actuators3A/3B may individually engage both the first and second driving modes i(1)/i(2) simultaneously, which may prevent either gear actuator3A/3B from individually establishing a fourth locking mode. To achieve the parking brake mode in drivetrain700then, gear actuators3A and3B may each select different driving stages i(1)/i(2) via sliding clutches4A and4B. For example, gear actuator3A may select driving stage i(2) while gear actuator3B may select driving stage i(1). A shaft lock12B may be disposed there between to mechanically couple the first and second wheels of wheel pair7. Shaft lock12B alone may be insufficient to realize the parking brake, however, since for example, the vehicle wheels7may still be capable of rolling, though the corresponding electric motors may independently rotate at differing speeds as a result of the disparate driving stages engaged. Accordingly, a shaft lock12A may be provided to couple the output shafts of the electric motors, or equivalently the inputs of multi-speed gearboxes8A/8B, thereby inhibiting the independent rotation. When activated during the same time, shaft locks12A and12B may achieve the parking brake function that locks drivetrain700. In the event of a failure of one of the electric motors1/2or one of the multi-speed gearboxes8A/8B, the remaining electric motor1/2and corresponding multi-speed gearbox8A/8B may be utilized to transfer power to both wheels of wheel pair7by activating shaft lock12B. For example, if electric motor1fails, electric motor2may provide power to both wheels of wheel pair7via engagement of shaft lock12B while shaft lock12A and clutch4A remain disengaged to eliminate and/or reduce any possible drag from the failed electric motor1. Alternatively, or in addition, should a problem arise within multi-speed gearbox8A, for example, shaft lock12B may be utilized in combination with shaft lock12A to transfer the cumulative power from both electric motors1/2via sliding clutch4B and multi-speed gearbox8B to the wheel pair7. In this case, sliding clutch4A may remain disengaged in the neutral mode so as to isolate the failed multi-speed gearbox8A from the remainder of the drivetrain. For each of the drivetrains shown inFIGS.1-8, engagement of the at least two driving stages i(1)/i(2) to achieve the parking brake mode may be designed such that the parking brake functionality remains even when power is removed from the vehicle. This may be implemented using self-locking or otherwise latching actuators3, a spring within the gear actuator3or sliding clutch4, or the like. Because the gear actuator(s)3may be activated and deactivated via electrical or electronic techniques, an unlocking mechanism may be provided for manually disengaging the parking brake mode when vehicle power is unavailable and/or available. The unlocking mechanism may be an auxiliary device9implemented in the form of a spindle, thread-type device, and may be electrical or electronic in-part for use when vehicle power is available. Alternatively, or in addition, auxiliary device9may be an electrical or electronic release device that operates via externally-provided power that does not originate from the vehicle, such as from a battery of the auxiliary device9, household mains electric power, another vehicle, or other power source. Alternatively, or in addition, the auxiliary device9may be fitted within the passenger compartment of the vehicle and may be electrically coupled with the multi-speed gearbox8. FIG.8Ais a schematic of a drivetrain800employing a first embodiment of an auxiliary device9and having an example differential5. The auxiliary device9may employ an unlocking mechanism that enables manual release of the parking brake. The unlocking mechanism may be implemented using a spindle, thread-type device, electrical device, or the like, for example, to enable release of the parking brake mode. As shown inFIG.8A, the auxiliary device9may be implemented by allowing for manual disengagement of sliding clutches4A and4B. FIG.8Bis a schematic of a drivetrain825employing a second embodiment of an auxiliary device9and having an example differential5. The embodiment shown inFIG.8Bmay be integrated with or otherwise combined with the embodiment shown inFIG.8A, although for purposes of simplifying the discussion and the illustrations, the embodiments are shown separately. As shown inFIG.8B, the auxiliary device9may employ a manual unlocking mechanism to enable release of the parking brake by disengaging sliding clutches4A and4B. Additionally, where gear actuator3also activates and deactivates differential lock6of the differential5, auxiliary device9may also manually unlock the differential lock6. FIG.9shows an example flow900for parking a vehicle according to an embodiment of the disclosed subject matter. A request may be received in S901from a user to park a vehicle having at least one multi-speed gearbox. The parking request may be received via an input disposed within the vehicle itself or may be received remotely via an electronic device, such as a key fob or cellular phone, and may be received via the Internet, WiFi, Bluetooth, RFID, or other transmission medium. The vehicle may employ any of the example drivetrain layouts shown inFIGS.1-8or may employ an alternative drivetrain layout. In S902, it may be determined whether the vehicle is currently in motion. If the vehicle is in motion, the service brake may be applied to bring the vehicle to rest. The force with which the service brake is applied may be configurable and/or may vary based on the vehicle's current speed. The service brake may be applied by a processor of the vehicle, by the user, or both. Once the vehicle is at rest, the service brake may be held in S904, either by a processor of the vehicle itself, by the user, or both. At least two driving stages may be concurrently engaged in S905to achieve the parking brake function. The driving stages may be, for example, a first driving stage and second driving stage implemented using gears or the like, as previously discussed. The first and second driving stages may be engaged within a single or multiple multi-speed gearbox(es). For example, the first driving stage may be engaged within a first multi-speed gearbox while the second driving stage may be engaged within the second multi-speed gearbox. The engagement of the first and second driving stages in S905may or may not occur simultaneously. For example, the second driving stage may be engaged first, followed by the engagement of the first driving stage such that the first and second driving stages are concurrently engaged. The engagement of the first and/or second driving stages may occur after rotation of the input shaft of the first and/or second multi-speed gearbox in order to correctly align the hub of the driving stage (e.g., i(1)/i(2)) with the sliding clutch4. Rotation of the input shaft of the multi-speed gearbox(es) may involve displacing the vehicle forward and/or reverse by a relatively small distance, such as between 5 and 25 mm; preferably, 14 mm or less. Other drivetrain variants include a single speed gearbox placed between one or more electric motors1/2and the multi-speed gearbox8. FIG.10shows an example flow1000for releasing a parking brake function. In S1001, a request to un-park a vehicle having a multi-speed gearbox8may be received from a user. The request may be received via an input disposed within the vehicle itself or may be received remotely via a secure electronic device, such as a key fob or cellular phone, and may be received via the Internet, WiFi, Bluetooth, RFID, or other transmission medium. The vehicle may employ any of the example drivetrain layouts shown inFIGS.1-8or may employ yet an alternative drivetrain layout. In S1002, the service brake may be applied by a processor of the vehicle, by the user, or both. Alternatively, or in addition, a hill start assist may be activated. A hill start assist may apply the service brake automatically to prevent the vehicle from rolling when starting from rest on an incline. In S1003, the vehicle may wait for the selection of a driving gear. The selected gear may be, for example, a “Drive” gear and may be selected by the user or selected automatically by a processor of the vehicle. In response to the gear selection, a processor of the vehicle may cause the disengagement of the at least two concurrent driving stages and to engage a single driving stage of the multi-speed gearbox8in S1004. The disengagement of the at least two driving stages may occur after rotation of the input shaft of at least the first and/or second multi-speed gearbox8in order to correctly align the hub of the driving stage (e.g., i(1)/i(2)) with the sliding clutch4. Rotation of the input shaft of the multi-speed gearbox(es)8may involve displacing the vehicle forward and/or reverse by a relatively small distance, such as between 5 and 25 mm; preferably, 14 mm or less. In S1005, the vehicle service brake may be released in response to receiving an accelerator request. The accelerator request may be transmitted by a processor of the vehicle in response to the user depressing an accelerator pedal, for example. Embodiments of the processor-based features of the presently disclosed subject matter may be implemented in and used with a variety of component and network architectures.FIG.11is an example computing device20suitable for implementing embodiments of the presently disclosed subject matter. The device20may be, for example, a desktop or laptop computer, gaming console, gaming server, set-top box, or a mobile computing device such as a smart phone, tablet, or the like. The device20may include a bus21which interconnects major components of the computing device20, such as a central processor24, a memory27such as Random Access Memory (RAM), Read Only Memory (ROM), flash RAM, or the like, a user display22such as a display screen, a user input interface26, which may include one or more controllers and associated user input devices such as a keyboard, mouse, touch screen, and the like, a fixed storage23such as a hard drive, flash storage, and the like, a removable media component25operative to control and receive an optical disk, flash drive, and the like, and a network interface29operable to communicate with one or more remote devices via a suitable network connection. The bus21allows data communication between the central processor24and one or more memory components, which may include RAM, ROM, and other memory, as previously noted. Typically, RAM is the main memory into which an operating system and application programs are loaded. A ROM or flash memory component can contain, among other code, the Basic Input-Output system (BIOS) which controls basic hardware operation such as the interaction with peripheral components. Applications resident with the computer20are generally stored on and accessed via a computer readable medium, such as a hard disk drive (e.g., fixed storage23), an optical drive, floppy disk, or other storage medium. The fixed storage23may be integral with the computer20or may be separate and accessed through other interfaces. The network interface29may provide a direct connection to a remote server via a wired or wireless connection. The network interface29may provide such connection using any suitable technique and protocol as will be readily understood by one of skill in the art, including digital cellular telephone, WiFi, Bluetooth®, near-field, and the like. For example, the network interface29may allow the computer to communicate with other computers via one or more local, wide-area, or other communication networks, as described in further detail below. Many other devices or components (not shown) may be connected in a similar manner (e.g., document scanners, digital cameras and so on). Conversely, all of the components shown inFIG.11need not be present to practice the present disclosure. The components can be interconnected in different ways from that shown. The operation of a computer such as that shown inFIG.11is readily known in the art and is not discussed in detail in this application. Code to implement the present disclosure can be stored in computer-readable storage media such as one or more of the memory27, fixed storage23, removable media25, or on a remote storage location. FIG.12shows an example network arrangement according to an embodiment of the disclosed subject matter. One or more devices10,11, such as local computers, smart phones, tablet computing devices, and the like may connect to other devices via one or more networks30. Each device may be a computing device as previously described. The network may be a local network, wide-area network, the Internet, or any other suitable communication network or networks, and may be implemented on any suitable platform including wired and/or wireless networks. The devices may communicate with one or more remote devices, such as servers13and/or databases15. The remote devices may be directly accessible by the devices10,11, or one or more other devices may provide intermediary access such as where a server13provides access to resources stored in a database15. The devices10,11also may access remote platforms17or services provided by remote platforms17such as cloud computing arrangements and services. The remote platform17may include one or more servers13and/or databases15. The user interface13, database15, and/or processing units14may be part of an integral system or may include multiple computer systems communicating via a private network, the Internet, or any other suitable network. One or more processing units14may be, for example, part of a distributed system such as a cloud-based computing system, search engine, content delivery system, or the like, which may also include or communicate with a database15and/or user interface13. FIG.13illustrates an example partial system configuration1300for enabling the secondary brake functionality in case of a service brake control failure when dynamic parking brake functionality is not available. This parking lock does not allow for braking when the vehicle is in motion, unlike present spring brake type parking brakes. Alternatively, secondary braking via hand control unit can be realized. A hand control unit1310may be electrically coupled to an electronic brake modulator1330and electronic braking system (EBS) control unit1320. Alternatively, or in addition, the features of the EBS control unit1320may be implemented using other types of computing devices capable of being configured to apply the vehicle service brake. For example, the features of EBS control unit1320may be performed by a general-purpose processor or controller configured to execute instructions stored in a computer-readable storage medium to transform the general-purpose processor into a special-purpose processing device. The EBS control unit1320may implemented using, for example, a microprocessor, microcontroller, field-programmable gate array (FPGA), application-specific integrated circuit (ASIC), and/or a software module that executes on a centralized controller that performs other functions and/or cooperates with other vehicle systems. In case of a foot brake module failure, the driver can activate the service brake via the hand control unit1310. The hand control unit1310sends the brake request1380to the EBS control unit1320via an electronic signal. In case of EBS failure, the hand control unit1310sends a brake request1380to the EBM1330. EBM1330is the pneumatic backup that supplies EBS one-channel module1340and EBS two-channel module1350in case of EBS failure. Foot Brake Module failures can occur, for example, when a bottle is under the pedal and the driver cannot execute the brake request with his foot. In an embodiment, the electrical coupling may be via communications paths1361/1362, such as a Controller Area Network (CAN). Communications path1361/1362may be implemented via two separate and individual point-to-point connections as shown inFIG.13or via a common bus configuration comprising path1361and path1362. The electronic brake modulator1330may be connected with a pneumatic air supply1301and configured to distribute the air supply1301to an EBS one-channel module1350and EBS two-channel module1340. Hand control unit1310may transmit a brake request1380via communication path1361to electronic brake modulator1330and a brake request1380via communication path1362to EBS control unit1320. In response to receiving brake request1380, electronic brake modulator1330may modulate air pressure to the EBS one-channel module140and EBS two-channel module1350. FIG.14illustrates an example partial system configuration1400for enabling the secondary brake functionality in case of a service brake control failure when dynamic parking brake functionality is not available. A hand control unit1310may be electrically coupled to a booster1410and electronic braking system (EBS) control unit1320. In an embodiment, the electrical coupling may be via communications paths1361/1362, such as a Controller Area Network (CAN). Communications path1361/1362may be implemented via two separate and individual point-to-point connections as shown inFIG.14or via a common bus configuration comprising path1361and path1362. The booster1410may be connected with a pneumatic air supply1301and configured to modulate the air supply1301to a redundant foot brake module1420. Hand control unit1310may transmit a brake request1380via communication path1362to EBS control unit1320. If the brake request1380is not executed, then the brake request1380is transmitted via communication path1361to the booster1410. In response to receiving pressure request1380, the booster1410may modulate air pressure to the redundant foot brake module1420. A service brake may be activated by the hand control unit1310by sending a brake request1380to the redundant foot brake module1420via booster1410when the EBS control unit1320fails in executing the brake request1380. More generally, various processor-enabled features of the presently disclosed subject matter may include or be embodied in the form of computer-implemented processes and apparatuses for practicing those processes. Embodiments also may be embodied in the form of a computer program product having computer program code containing instructions embodied in non-transitory and/or tangible media, such as floppy diskettes, CD-ROMs, hard drives, USB (universal serial bus) drives, or any other machine readable storage medium, such that when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing embodiments of the disclosed subject matter. Embodiments also may be embodied in the form of computer program code, for example, whether stored in a storage medium, loaded into and/or executed by a computer, or transmitted over some transmission medium, such as over electrical wiring or cabling, through fiber optics, or via electromagnetic radiation, such that when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing embodiments of the disclosed subject matter. When implemented on a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits. In some configurations, a set of computer-readable instructions stored on a computer-readable storage medium may be implemented by a general-purpose processor, which may transform the general-purpose processor or a device containing the general-purpose processor into a special-purpose device configured to implement or carry out the instructions. Embodiments may be implemented using hardware that may include a processor, such as a general-purpose microprocessor and/or an Application Specific Integrated Circuit (ASIC) that embodies all or part of the techniques according to embodiments of the disclosed subject matter in hardware and/or firmware. The processor may be coupled to memory, such as RAM, ROM, flash memory, a hard disk or any other device capable of storing electronic information. The memory may store instructions adapted to be executed by the processor to perform the techniques according to embodiments of the disclosed subject matter. The foregoing description, for purpose of explanation, has been described with reference to specific embodiments. However, the illustrative discussions above are not intended to be exhaustive or to limit embodiments of the disclosed subject matter to the precise forms disclosed. Many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to explain the principles of embodiments of the disclosed subject matter and their practical applications, to thereby enable others skilled in the art to utilize those embodiments as well as various embodiments with various modifications as may be suited to the particular use contemplated. LISTING OF REFERENCE LABELS 1electric motor2electric motor3/3A-3D gear actuator4/4A/4B clutch5differential6differential lock7wheels8/8A/8B multi-speed gearbox9auxiliary device10device11device12/12A/12B shaft lock13server15database17remote platform20computing device21bus22display23fixed storage24processor25removable media26user input27memory29network interface30network100drivetrain layout150drivetrain layout200drivetrain layout250drivetrain layout275drivetrain layout300drivetrain layout400drivetrain layout500drivetrain layout600drivetrain layout700drivetrain layout800drivetrain layout825drivetrain layout850drivetrain layout875drivetrain layout900flow1000flow1300system configuration1301air supply1310hand control device1320electronic braking system control unit1330electronic brake modulator1340electronic braking system one-channel module1350electronic braking system two-channel module1361communication path1362communication path1380brake request1400system configuration1410brake booster1420redundant foot brake module | 45,290 |
11858483 | DETAILED DESCRIPTION The present disclosure provides an electro-pneumatic parking brake arrangement of the type mentioned at the outset, with the aid of which at least one basic anti-lock function can be implemented, which can continue to ensure the stability of the vehicle in the event of a fault. According to a first aspect, an electro-pneumatic parking brake arrangement of the type mentioned at the outset comprises a shut-off valve, which is connected at the first spring-loaded accumulator connection, and wherein the shut-off valve comprises a second spring-loaded accumulator connection for the connection of the spring-loaded brakes of the at least one further axle and shuts off the second spring-loaded accumulator connection depending on a shut-off signal provided by the parking brake module. The present disclosure acknowledges that, when not only the rear axle of the vehicle is equipped with spring-loaded brakes, but rather also at least one further axle, such as, in particular, a front axle and/or supplementary axle, the venting of the spring-loaded brakes at this at least one further axle should be avoided for the case in which the spring-loaded brakes of the rear axle are utilized for the supplementary and/or auxiliary braking, but, simultaneously, a redundant activation of service brakes of the front axle, or even a regular activation of service brakes of the further axle takes place. This means, only in the case, in which a rear axle service brake control is faulty and the spring-loaded brakes of the rear axle perform this task redundantly, the spring-loaded brakes of the at least one further axle (front axle and/or supplementary axle) are to remain vented, in order to prevent them from being applied. The shut-off valve is provided for this purpose, which, in this case, shuts off the second spring-loaded accumulator connection based on a shut-off signal provided by the parking brake module, so that the second spring-loaded accumulator connection can no longer be vented via the parking brake module. As a result, the stability of the vehicle can be increased. The further axle is preferably a front axle and/or supplementary axle. Spring-loaded brakes can be provided, in particular, with respect to such axles, and their engagement, i.e., venting, can result in the lockup of the axle and, therefore, the instability of the vehicle in certain situations. In a first embodiment, it is provided that the spring-loaded brakes of the rear axle are also connectable at the first spring-loaded accumulator connection. In practical application, parking brake modules are utilized that have a single spring-loaded accumulator connection, at which a T-piece is then connected, of which a first outlet is utilized for the rear axle and the second outlet is utilized for a further axle. A first connector of the T-piece is then connected to the first spring-loaded accumulator connection, a second connector of the T-piece is connected to the shut-off valve, and a third connector of the T-piece forms a third spring-loaded accumulator connection for spring-loaded brakes of the rear axle. It can also be provided, however, that the parking brake module itself comprises two connections, namely the first spring-loaded accumulator connection and a separate rear axle connection for the spring-loaded brakes of the rear axle. In this case, two different spring-loaded brake pressures can also be output, namely a first spring-loaded brake pressure and a second spring-loaded brake pressure. The first spring-loaded brake pressure and the second spring-loaded brake pressure are preferably identical. Depending on the design of the parking brake module, it can also be provided that the first spring-loaded brake pressure and the second spring-loaded brake pressure are different or even independent of one another. In one preferred embodiment, the shut-off valve is electromagnetically switchable and the shut-off signal is an electronic signal provided by the electronic control unit. In certain embodiments, it can also be provided that the shut-off signal is a pneumatic signal; preferably, this is an electronic signal, however. The electronic control unit of the electro-pneumatic parking brake arrangement can be integrated with the parking brake module and, in particular, can be the electronic control unit of the parking brake module. Preferably, the electronic control unit is coupled via a vehicle bus or an alternative communication interface to a central module or the like, so that the electronic control unit is also provided for receiving signals that represent, for example, a fault in the rear axle service brake control. Based thereon, the electronic control unit can then provide the shut-off signal. Preferably, the shut-off valve comprises a first switch position, in which the spring-loaded brake pressure is passable through to the spring-loaded brakes of the further axle, and a second switch position, in which the spring-loaded brakes of the further axle remain ventilated regardless of the spring-loaded brake pressure. In this case, the spring-loaded brake pressure is not transferred to the spring-loaded brakes of the at least one further axle, and the spring-loaded brakes of the further axle remain ventilated regardless of the spring-loaded brake pressure. An application of the spring-loaded brakes of the at least one further axle is prevented. In one variant, it is preferably provided that the shut-off valve is designed for outputting, in the second switch position, a supply pressure at the spring-loaded brakes of the further axle. As a result, it can be ensured that the spring-loaded brakes of the further axle remain disengaged, i.e., ventilated. In this case, the shut-off valve is preferably designed as a 3/2-way valve. It preferably comprises a first 3/2-way valve connection connected to the first spring-loaded accumulator connection, a second 3/2-way valve connection forming the second spring-loaded accumulator connection or connected thereto, and a third 3/2-way valve connection connected or connectable to the or a compressed air reservoir. In a first switch position, the first 3/2-way valve connection is preferably connected to the second 3/2-way valve connection and, in the second switch position, the second 3/2-way valve connection is connected to the third 3/2-way valve connection. In the first switch position, consequently, the spring-loaded brake pressure is output at the second spring-loaded accumulator connection, while, in the second switch position, the supply pressure of the or a compressed air reservoir is output at the second spring-loaded accumulator connection. It can be provided that the 3/2-way valve is integrated with the parking brake module, in particular into a common housing. Likewise, however, it can also be arranged separately therefrom and, in particular, at a distance therefrom. One variant or the other has advantages depending on the configuration of the overall braking system. In a further variant, it is provided that this shut-off valve is provided for confining, in the second switch position, a pressure of the spring-loaded brakes of the further axle. In this case, no supply pressure is additionally output at the spring-loaded brakes of the at least one further axle, but rather the pressure of the spring-loaded brakes that is already present and is applied there is merely confined and, in this way, a venting of the spring-loaded brakes is prevented. This variant is structurally simpler, but has the disadvantage that it is not possible to supply additional air in order to continue ventilating the spring-loaded brakes of the further axle. In this case, the shut-off valve is preferably designed as a 2/2-way valve. It preferably comprises a first 2/2-way valve connection connected to the shut-off valve connection and a second 2/2-way valve connection forming the second spring-loaded accumulator connection, wherein, in the first switch position, the first 2/2-way valve connection is connected to the second 2/2-way valve connection and, in the second switch position, the first 2/2-way valve connection and the second 2/2-way valve connection are separated from each other. In the non-energized condition, the 3/2-way valve as well as the 2/2-way valve are preferably in their first switch positions, so that the spring-loaded brake pressure is outputtable at the second spring-loaded accumulator connection in the non-energized condition in each case. The safety can be further increased as a result. In a further preferred embodiment, the electronic control unit is designed for receiving a parking brake signal for the redundant control of the rear axle and the further axle and, in this case, providing the shut-off signal at the shut-off valve. The electronic control unit receives the parking brake signal preferably via a vehicle bus, and/or via a direct line between the electronic control unit and a further electronic control unit of a further module, such as, in particular, a central module, a module for autonomous driving, or an axle modulator of the rear axle. It is further preferred that the electronic control unit is designed for not outputting the shut-off signal when a parking brake signal of the electronic parking brake switch for engaging the parking brakes is received. In this case, regardless of whether a rear axle service brake control is faulty or not, the vehicle is to be stopped and parked, and so the engagement of the parking brakes, i.e., the venting of the spring-loaded brake cylinders, of the rear axle as well as of the at least one further axle, is preferred. For this reason, it is preferred that the output of the shut-off signal by the electronic control unit is prevented when the vehicle driver actuates the parking brake switch. Moreover, the electronic control unit is preferably designed for providing the shut-off signal at the shut-off valve when a parking brake signal of the electronic parking brake switch for disengaging the parking brakes is received. This variant is preferably provided for the case in which the shut-off valve is designed for outputting, in the second switch position, a supply pressure at the spring-loaded brakes of the further axle. In this way, upon the disengagement of the parking brakes with the aid of the electronic parking brake switch, additionally, supply pressure can be output directly at the spring-loaded brakes of the at least one further axle, bypassing the parking brake module, only via the shut-off valve, in order to accelerate the disengagement of the spring-loaded brakes of the further axle. As a result, the disengagement process can be accelerated overall. In one variant, the shut-off valve is flange-mounted onto a housing of the electro-pneumatic parking brake module. Via the flange connection, the appropriate connectors can be directly connected and a structurally-optimized design can be achieved. In a second aspect, an electronically controlled pneumatic braking system is provided for a vehicle, in particular a utility vehicle, with a central module for controlling the braking system, comprising a rear axle service brake control, with at least one first brake circuit and a parking brake circuit, first spring-loaded brakes for a rear axle, second spring-loaded brakes for at least one further axle, and an electro-pneumatic parking brake arrangement according to one of the above-described, preferred embodiments of an electro-pneumatic parking brake arrangement according to the first aspect, wherein the electro-pneumatic parking brake module is designed for providing the shut-off signal when, in the event of a fault of the rear axle service brake control, a control of the further axle is carried out with the aid of a normal operation of a further axle modulator or of a pneumatic redundancy mode of the further axle modulator or an electro-pneumatic redundancy module. The central module of the braking system is provided for controlling the usual operation of the braking system, which comprises, in particular, a rear axle service brake control. A rear axle service brake control is a control of the service brakes of the rear axles, which are provided based on signals of the central module, which are derived, for example, from a brake pedal, or from signals of a unit for autonomous driving. When, in the event of a fault of the rear axle service brake control, this no longer functions properly, the rear axle service brake control is usually performed, for example, by a normal operation of a further axle modulator of the further axle, such as, in particular, a front axle modulator or a supplementary axle modulator. Depending on the fault, the rear axle service brake control can also be carried out by a pneumatic redundancy mode of the further axle modulator (front axle modulator and/or supplementary axle modulator) or by a separately provided electro-pneumatic redundancy module. The control of the further axle is preferably redundant in this case. For the purpose of redundant control, the braking system can also comprise an electro-pneumatic redundancy module for the further axle for the redundant modulation of service brakes of the further axle. As soon as the rear axle service brake control is taken over by one of these further elements, the shut-off signal is preferably provided, in order to avoid an unintended venting of spring-loaded brakes of the further axle. It is to be understood that the electro-pneumatic parking brake arrangement according to the first aspect, as well as the electronically controlled pneumatic braking system according to the second aspect have identical and similar aspects, of the type described. Reference is made to the description, above, of the first aspect for further features and their advantages. In a third aspect, the present disclosure provides a method for controlling an electronically controlled pneumatic braking system according to the second aspect, including the steps of: receiving a redundant parking brake signal at the electronic control unit, wherein the redundant parking brake signal displays or requests that a redundant control of service brakes of the further axle be carried out, and providing the shut-off signal at the shut-off valve. The method further preferably comprises the steps: receiving a parking brake signal from an electronic parking brake switch for disengaging spring-loaded brakes; and providing the shut-off signal at the shut-off valve for outputting the supply pressure at the second spring-loaded accumulator connection. In this way, a disengagement of spring-loaded brakes of the further axle can be accelerated. The arrangement described herein, the braking system, and the method are suited, in particular, for higher degrees of automation (levels 2-5) or as an alternative redundancy concept in a 2e braking system (2e-BST). Embodiments are now described in the following with reference to the drawings. It is not intended for the embodiments to necessarily be depicted literally; instead, the drawings are presented in a schematicized and/or slightly distorted form as necessary for purposes of explanation. Reference is made to the relevant prior art in regard to supplements to teachings that are not immediately clear from the drawings. It should be noted that various modifications and changes related to the form and detail of an embodiment can be made without deviating from the general idea of the disclosure. All combinations of at least two of the features disclosed in the description, the drawings, and/or claims also fall within the scope of the present disclosure. The general idea of the present disclosure is not limited to the exact form or the detail of the preferred embodiments shown and described in the following, nor is it limited to a subject matter that would be limited compared to the subject matter claimed in the claims. In the case of measurement ranges that are indicated, values located within the stated limits are also intended to be disclosed, and they can be applied and claimed arbitrarily. For the sake of simplicity, the same reference signs are used in the following for identical or similar parts or parts having an identical or similar function. An electro-pneumatic parking brake arrangement1comprises a reservoir connection2for the connection of a compressed air reservoir3, a first spring-loaded accumulator connection4and a second spring-loaded accumulator connection5. Specifically, the reservoir connection2and the first spring-loaded accumulator connection4are formed at a parking brake module100, which is part of the electro-pneumatic parking brake arrangement1. The parking brake module100can be designed in a conventional way, in particular as described in DE 103 36 611 A1, DE 10 2017 002 715 A1, DE 10 2017 006 356 A1, or in DE 10 2017 007 780 A1. The parking brake module100is designed in a known way and comprises an electronic control unit ECU as well as an electro-pneumatic valve unit8. The electro-pneumatic valve unit8comprises at least one electronically switchable solenoid valve (not shown) and receives switch signals from the electronic control unit ECU, which trigger the electro-pneumatic valve unit8to appropriately provide, from the supply pressure pV, which is made available at the reservoir connection2, a spring-loaded brake pressure pF at the first spring-loaded accumulator connection4. In the embodiments shown here, the parking brake module100comprises only one single spring-loaded accumulator connection4, at which a T-piece14is then connected. The first T-piece connector14.1is connected to the first spring-loaded accumulator connection4, the second T-piece connector14.2is connected to the shut-off valve10, and the third T-piece connector14.3forms a third spring-loaded accumulator connection15, at which the spring-loaded brakes6of the rear axle HA can then be connected. The electro-pneumatic parking brake arrangement1comprises a shut-off valve10, which is connected to the first spring-loaded accumulator connection4. Specifically, the shut-off valve10in the embodiment shown inFIG.1is connected to the first spring-loaded accumulator connection4via the T-piece14. The shut-off valve10receives the spring-loaded brake pressure pF and provides a regulated spring-loaded brake pressure pFB for the slip control of the wheels of an axle at a second spring-loaded accumulator connection5, which is intended to be connected to spring-loaded brakes7of a further axle VA, ZA. In particular, the shut-off valve10can directly form the second spring-loaded accumulator connection5. In the embodiment shown inFIG.1, the shut-off valve10is designed as a 3/2-way valve11. It comprises a first 3/2-way valve connection11.1, a second 3/2-way valve connection11.2, and a third 3/2-way valve connection11.3. In a first switch position shown inFIG.1, the first 3/2-way valve connection11.1is connected to the second 3/2-way valve connection11.2. In a second switch position (not shown inFIG.1), the third 3/2-way valve connection11.3is connected to the second 3/2-way valve connection11.2. The 3/2-way valve11is preloaded, in a non-energized state, into the first switch position. The first 3/2-way valve connection11.1is connected via a first pneumatic line16to the first spring-loaded accumulator connection4, so that the spring-loaded brake pressure pF is present at the first spring-loaded accumulator connection4. The second 3/2-way valve connection11.2is connected to or forms the second spring-loaded accumulator connection5. The third 3/2-way valve connection11.3is connected via a second pneumatic line17to a compressed air reservoir3, so that the supply pressure pV is present at the third 3/2-way valve connection11.3. This means, in the first switch position, the spring-loaded brake pressure pF is passed through by the shut-off valve10and, in the second switch position, the supply pressure pV is present at the second spring-loaded accumulator connection5. Moreover, the electronic control unit ECU comprises a first electrical connector18and a second electrical connector20. The first electrical connector18is connected to a first electrical line19, which can be designed, for example, as a BUS. The second electrical connector20is connected to a second electrical line21, which can also be designed as a BUS, for example, as a vehicle BUS. Via the first electrical line19, the electronic control unit ECU receives a first parking brake signal51, which is provided by a central unit or a unit for autonomous driving. Via the second electrical line21, the electronic control unit ECU receives a redundant parking brake signal SR, which indicates that a rear axle service brake control is not functioning or is not functioning properly, and a redundant control of the rear axle HA is carried out. Moreover, the electronic control unit ECU receives a second parking brake signal S2via the second electrical line21, which is manually triggered by an electronic parking brake switch HCU. While the first parking brake signal51and the second parking brake signal S2are utilized for the normal operation of the parking brake module100in order to output, or vent, the spring-loaded brake pressure pF in order to engage the parking brakes6,7(FIGS.2,3), a shut-off signal SA is output by the electronic control unit ECU based on the reception of the redundant parking brake signal SR. This shut-off signal SA is provided at the shut-off valve10, which then switches from the first switch position shown inFIG.1into the second switch position (not shown inFIG.1) in order to output the supply pressure pV at the second spring-loaded accumulator connection5. The shut-off valve10is represented inFIG.1enclosed with a dashed line. In this way, it is to be indicated that the shut-off valve10can also be integrated into the parking brake module100. In this case, the second spring-loaded accumulator connection5would be an interface of the parking brake module100. In one variant, the shut-off valve10can also be flange-mounted onto a housing of the parking brake module100, or provided at a distance therefrom. FIGS.2and3now show two different embodiments of an electronically controlled pneumatic braking system200of a vehicle202, namely a utility vehicle204. The utility vehicle204comprises a rear axle HA and a front axle VA, which forms a further axle in this exemplary embodiment. Likewise, the further axle can be formed as a supplementary axle ZA, which is not shown in this exemplary embodiment, however. The braking system200initially comprises, in addition to the parking brake module100, first spring-loaded brakes6for the rear axle HA and second spring-loaded brakes7for the front axle VA. The first spring-loaded brakes6as well as the second spring-loaded brakes7are provided in so-called triple-acting brake cylinders, which can also act as service brakes. The service-brake portion of the first spring-loaded brakes6is supplied by a first brake circuit102, which is connected to a compressed air reservoir103. The service-brake portions of the second spring-loaded brakes7in the front axle VA are supplied by a second brake circuit104, which is connected to a second compressed air reservoir105. The parking brake circuit106, which is also connected to the parking brake module100, is supplied by the compressed air reservoir3, i.e., the third compressed air reservoir3in this case. In order to control the braking system200, a central module110is provided, which is connected to a vehicle BUS112. Via the vehicle BUS112, information and data are exchanged, in particular such information and data that originate from a unit for autonomous driving114and, in particular, trigger signals for the service brakes. The parking brake module100is also connected to the vehicle BUS112and receives, for example, the redundant parking brake signal SR via the vehicle BUS112. A rear axle modulator116is provided for modulating the service brake pressure at the rear axle HA and a front axle modulator118is provided for modulating the service brake pressure at the front axle VA. These are each connected to the central module110and are supplied with pneumatic pressure from the first compressed air reservoir103or the second compressed air reservoir105, respectively. In a known way, these control the output of appropriate wheel brake pressures at the service brakes of the appropriate front axle VA or rear axle HA based on the reception of appropriate signals from the central module110. The output of service brake pressures can take place via a brake pedal BST, which, in this exemplary embodiment, operates electrically and is connected to the central module110. Moreover, the braking system200comprises an electronic parking brake switch HCU, which is connected to the parking brake module100via electrical lines and provides the second parking brake signal S2at the parking brake module100. For a redundancy modulation of the front axle brake pressure, the braking system200in this exemplary embodiment comprises an electro-pneumatic redundancy module120. This redundancy module120receives supply pressure pV from the second compressed air reservoir105via a third pneumatic line122. Via a pneumatic redundancy control line123, the redundancy module120is connected to the brake pedal BST and, from this, receives a redundant brake pressure PR. Based thereon, the redundancy module120provides an appropriate redundant brake control pressure pR2 via a fourth pneumatic line124at the front axle modulator118, namely at a redundancy pressure connection125thereof. Based on this received redundant control pressure pR2, the front axle modulator118can output a front axle brake pressure at service brakes of the front axle VA. Simultaneously, the redundancy module120provides appropriate signals at the parking brake module100via third electrical lines126, which, based thereon, decreases the spring-loaded brake pressure pF in order to redundantly brake the rear axle HA with the aid of the parking brakes6of the rear axle HA. Since the front axle VA also comprises spring-loaded brakes7, however, these would also be braked when the spring-loaded brake pressure pF decreases. For this purpose, as described above, the shut-off valve10is provided, which is connected between the parking brake module100and the spring-loaded brakes7of the front axle VA. In the case of redundancy, the shut-off valve10receives the shut-off signal SA from the parking brake module100via an electrical shut-off valve line126, so that the shut-off valve10switches. In the exemplary embodiment shown inFIG.2, the shut-off valve10is once again designed as a 3/2-way valve11, so that, upon reception of the shut-off signal SA, the supply pressure pV of the third compressed air reservoir3is provided at the spring-loaded brakes7of the front axle VA. Simultaneously, however, the shut-off signal SA can also be provided for the case in which the utility vehicle204is to be released from a stopped and parked state, in which the spring-loaded brakes6,7are engaged. In this case, the spring-loaded brakes6,7must be ventilated. If, in the exemplary embodiment shown inFIG.2, the shut-off signal SA is then provided, the shut-off valve10switches into the second switch position (not shown inFIG.2) and the spring-loaded brakes7of the front axle VA are ventilated directly from the third compressed air reservoir3. As a result, the spring-loaded brakes7of the front axle VA can be disengaged more quickly. In contrast to the first exemplary embodiment (FIG.1), a separate third spring-loaded accumulator connection15for the rear axle HA is provided in this case. The parking brake module100therefore comprises two spring-loaded accumulator connections, namely, on the one hand, the first spring-loaded accumulator connection4, at which the shut-off valve10is connected, and the third spring-loaded accumulator connection15, at which the spring-loaded brakes6of the rear axle HA are directly connected. The T-piece14can be omitted in this way. The exemplary embodiment shown inFIG.3is based, in principle, on the braking system shown inFIG.2, wherein identical and similar elements are provided with identical reference signs. In the following, in particular, the differences from the first exemplary embodiment (FIGS.1,2) are described. In contrast to the first exemplary embodiment, the shut-off valve10is designed as a 2/2-way valve12. It comprises a first 2/2-way valve connection12.1and a second 2/2-way valve connection12.2. In this case, the second 2/2-way valve connection12.2forms the second spring-loaded accumulator connection5. As is also the case in the first exemplary embodiment, the 2/2-way valve12also receives the shut-off signal SA from the parking brake module100, in order to switch from the first switch position shown inFIG.3into the second switch position (not shown inFIG.3). In the second switch position (not shown inFIG.3), the first 2/2-way valve connection12.1and the second 2/2-way valve connection12.2are separated, so that the pressure present in the spring-loaded brakes7of the front axle VA is confined, and the spring-loaded brakes7of the front axle VA remain disengaged. While the invention has been illustrated and described in detail in the drawings and foregoing description, such illustration and description are to be considered illustrative or exemplary and not restrictive. It will be understood that changes and modifications may be made by those of ordinary skill within the scope of the following claims. In particular, the present invention covers further embodiments with any combination of features from different embodiments described above and below. The terms used in the claims should be construed to have the broadest reasonable interpretation consistent with the foregoing description. For example, the use of the article “a” or “the” in introducing an element should not be interpreted as being exclusive of a plurality of elements. Likewise, the recitation of “or” should be interpreted as being inclusive, such that the recitation of “A or B” is not exclusive of “A and B,” unless it is clear from the context or the foregoing description that only one of A and B is intended. Further, the recitation of “at least one of A, B and C” should be interpreted as one or more of a group of elements consisting of A, B and C, and should not be interpreted as requiring at least one of each of the listed elements A, B and C, regardless of whether A, B and C are related as categories or otherwise. Moreover, the recitation of “A, B and/or C” or “at least one of A, B or C” should be interpreted as including any singular entity from the listed elements, e.g., A, any subset from the listed elements, e.g., A and B, or the entire list of elements A, B and C. LIST OF REFERENCE CHARACTERS 1electro-pneumatic parking brake arrangement2reservoir connection3compressed air reservoir4first spring-loaded accumulator connection5second spring-loaded accumulator connection6first spring-loaded brakes7second spring-loaded brakes8electro-pneumatic valve unit10shut-off valve113/2-way valve11.1first 3/2-way valve connection11.2second 3/2-way valve connection11.3third 3/2-way valve connection14T-piece14.1first T-piece connector14.2second T-piece connector14.3third T-piece connector15third spring-loaded accumulator connection16first pneumatic line17second pneumatic line18first electrical connection19first electrical line20second electrical connection21second electrical line100parking brake module102first brake circuit103first compressed air reservoir104second brake circuit105second compressed air reservoir106parking brake circuit110central module112vehicle BUS114unit for autonomous driving116rear axle modulator118front axle modulator120electro-pneumatic redundancy module122third pneumatic line123pneumatic redundancy line124fourth pneumatic line125redundancy connection of118126third electrical lines127electrical shut-off valve line200electronically controlled pneumatic braking system202Vehicle204utility vehicleECU electronic control unitpF spring-loaded brake pressurepFB anti-lock-ensured spring-loaded brake pressurepV supply pressureVA front axleHA rear axleBST brake pedalHCU electric parking brake switch | 32,346 |
11858484 | In the drawings, reference numbers may be reused to identify similar and/or identical elements. DETAILED DESCRIPTION The present disclosure is directed to a braking system and method that limit the current build rate in the brakes of a towed trailer. The system includes an algorithm that limits trailer brake current build rate to maintain current draw within limits defined by an available current signal from a battery state of health module. The system also includes an algorithm that adjusts software limits on trailer brake current draw based on available current from both the towed trailer battery and the towing vehicle battery. FIG.1illustrates an exemplary braking current management system in a trailer towed by another vehicle according to an exemplary embodiment of the disclosure. A towing vehicle100tows a trailer120and provides +12 volt direct current (VDC) power to the trailer120from a battery105in the vehicle100. The trailer120comprises a battery health module125, a separate trailer battery130, and a trailer brake control module140, which executes a current management algorithm145stored in a memory associated with the trailer brake control module140. According to the principles of the present disclosure, the trailer brake control module140and the brakes150and155comprise an electromechanical braking system, such as an automatic brake system (ABS). The trailer brake control module140controls the current applied to brakes150, which control tire160, and to brakes155, which control tire165. In the exemplary embodiment, the trailer brake control module140draws +12 VDC supply current from trailer battery130. However, since the charge on trailer batter130may be low, the trailer brake control module140is configured to draw +12 VDC supply current from the vehicle battery105in the towing vehicle100. However, to protect the vehicle battery105, the battery health module125provides an Available Current signal to the trailer brake control module140. The trailer brake control module140uses the Available Current signal and the current management algorithm145to adjust the braking parameters of the electromechanical braking system of the trailer120in order to manage the total current draw within the limits of the available power determined by the battery health module125. Experimental testing determined the relationship between the brake pressure build rate the trailer120and the tow vehicle current draw for the electromechanical brake system. The disclosed apparatus protects voltage supply circuits by controlling trailer brake current draw and pressure build rate to maintain current draw within acceptable limits as defined in the Available Current signal. FIG.2is a graph200illustrating the current management algorithm145performed by the trailer brake control module140for controlling braking pressure build rate and maximum current limits according to an exemplary embodiment of the disclosure. InFIG.2, the pressure build rate is given in bar/sec, where “bar” is a unit of pressure. By way of example, bar may be pressure in pounds per square inch (lbs/in2) applied perpendicularly to the brake pads. The curve210gives the maximum build rate (y) for a given value (x) of brake current according to Equation 1: y=0.00004x3−0.145x2+18.079x−346.2, [Eqn. 1] where x is the current value in amperes. According to the principles of the present disclosure, the trailer brake control module140keeps the pressure build rate below curve210in order not to exceed the available current value given by the Available Current signal from battery health module125. For example, if the combined available current from vehicle battery105and trailer battery130is 60 amps, the trailer brake control module140will maintain the pressure build rate at or below 300 bar/sec. The disclosed apparatus receives the Available Current signal from the battery health module125and then the current management algorithm manages brake pressure build rate on brakes150and155to maintain the braking system current draw within the allowable limits for the +12 VDC supply circuits of the vehicle105. This allows a high current braking system to be used on the trailer120without blowing the fuse on the +12 VDC supply circuit of the vehicle battery105if the trailer battery130is in a low charge state. This functionality achieves the required braking performance targets on the trailer120. The trailer brake control module140manages the trailer brake maximum current and the pressure build rate to maintain the current draw within acceptable system limits for the combined +12 VDC power supply from the vehicle battery105and the trailer battery130. This enables a low current degraded operation mode that maintains a reduced level of trailer brake performance if current is available from the tow vehicle battery105, but not the trailer battery130. FIG.3is a flow diagram illustrating the operation of the braking current management system according to an exemplary embodiment of the disclosure. In310, the battery health module125monitors the trailer battery130state of health. In320, the battery health module125determines the current available for trailer braking, including the calibrated values for the vehicle fuse limitations and the trailer fuse limitations. In330, the battery health module125sends the Available Current signal to the trailer brake control module140. In340, the trailer brake control module140receives the Available Current signal from the battery health module125. In350, the trailer brake control module140controls the braking pressure build rate and the maximum current limits according to the current management algorithm145. In an alternative embodiment, it is noted that, even without input from the battery health module125, the trailer brake control module140may maintain current within the capabilities of the fuses on the voltage supply system from the vehicle105. It is also noted that either or both of the battery health module125and the trailer battery130may be implemented externally to the trailer120. The foregoing description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification, and the following claims. It should be understood that one or more steps within a method may be executed in different order (or concurrently) without altering the principles of the present disclosure. Further, although each of the embodiments is described above as having certain features, any one or more of those features described with respect to any embodiment of the disclosure can be implemented in and/or combined with features of any of the other embodiments, even if that combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with one another remain within the scope of this disclosure. Spatial and functional relationships between elements (for example, between modules, circuit elements, semiconductor layers, etc.) are described using various terms, including “connected,” “engaged,” “coupled,” “adjacent,” “next to,” “on top of,” “above,” “below,” and “disposed.” Unless explicitly described as being “direct,” when a relationship between first and second elements is described in the above disclosure, that relationship can be a direct relationship where no other intervening elements are present between the first and second elements, but can also be an indirect relationship where one or more intervening elements are present (either spatially or functionally) between the first and second elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A OR B OR C), using a non-exclusive logical OR, and should not be construed to mean “at least one of A, at least one of B, and at least one of C.” In the figures, the direction of an arrow, as indicated by the arrowhead, generally demonstrates the flow of information (such as data or instructions) that is of interest to the illustration. For example, when element A and element B exchange a variety of information but information transmitted from element A to element B is relevant to the illustration, the arrow may point from element A to element B. This unidirectional arrow does not imply that no other information is transmitted from element B to element A. Further, for information sent from element A to element B, element B may send requests for, or receipt acknowledgements of, the information to element A. In this application, including the definitions below, the term “module” or the term “controller” may be replaced with the term “circuit.” The term “module” may refer to, be part of, or include: an Application Specific Integrated Circuit (ASIC); a digital, analog, or mixed analog/digital discrete circuit; a digital, analog, or mixed analog/digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor circuit (shared, dedicated, or group) that executes code; a memory circuit (shared, dedicated, or group) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. The module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces that are connected to a local area network (LAN), the Internet, a wide area network (WAN), or combinations thereof. The functionality of any given module of the present disclosure may be distributed among multiple modules that are connected via interface circuits. For example, multiple modules may allow load balancing. In a further example, a server (also known as remote, or cloud) module may accomplish some functionality on behalf of a client module. The term code, as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, data structures, and/or objects. The term shared processor circuit encompasses a single processor circuit that executes some or all code from multiple modules. The term group processor circuit encompasses a processor circuit that, in combination with additional processor circuits, executes some or all code from one or more modules. References to multiple processor circuits encompass multiple processor circuits on discrete dies, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term shared memory circuit encompasses a single memory circuit that stores some or all code from multiple modules. The term group memory circuit encompasses a memory circuit that, in combination with additional memories, stores some or all code from one or more modules. The term memory circuit is a subset of the term computer-readable medium. The term computer-readable medium, as used herein, does not encompass transitory electrical or electromagnetic signals propagating through a medium (such as on a carrier wave); the term computer-readable medium may therefore be considered tangible and non-transitory. Non-limiting examples of a non-transitory, tangible computer-readable medium are nonvolatile memory circuits (such as a flash memory circuit, an erasable programmable read-only memory circuit, or a mask read-only memory circuit), volatile memory circuits (such as a static random access memory circuit or a dynamic random access memory circuit), magnetic storage media (such as an analog or digital magnetic tape or a hard disk drive), and optical storage media (such as a CD, a DVD, or a Blu-ray Disc). The apparatuses and methods described in this application may be partially or fully implemented by a special purpose computer created by configuring a general purpose computer to execute one or more particular functions embodied in computer programs. The functional blocks, flowchart components, and other elements described above serve as software specifications, which can be translated into the computer programs by the routine work of a skilled technician or programmer. The computer programs include processor-executable instructions that are stored on at least one non-transitory, tangible computer-readable medium. The computer programs may also include or rely on stored data. The computer programs may encompass a basic input/output system (BIOS) that interacts with hardware of the special purpose computer, device drivers that interact with particular devices of the special purpose computer, one or more operating systems, user applications, background services, background applications, etc. The computer programs may include: (i) descriptive text to be parsed, such as HTML (hypertext markup language), XML (extensible markup language), or JSON (JavaScript Object Notation) (ii) assembly code, (iii) object code generated from source code by a compiler, (iv) source code for execution by an interpreter, (v) source code for compilation and execution by a just-in-time compiler, etc. As examples only, source code may be written using syntax from languages including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (Hypertext Markup Language 5th revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®. | 13,853 |
11858485 | DESCRIPTION OF THE EMBODIMENTS Hereinafter, embodiments will be described in detail with reference to the attached drawings. Note that the following embodiments are not intended to limit the scope of the claimed invention, and limitation is not made an invention that requires all combinations of features described in the embodiments. Two or more of the multiple features described in the embodiments may be combined as appropriate. Furthermore, the same reference numerals are given to the same or similar configurations, and redundant description thereof is omitted. InFIG.1, arrows X, Y, and Z indicate directions perpendicular to each other. The X direction indicates the front-and-rear direction of the motorcycle (straddle type vehicle), the Y direction indicates the vehicle width direction (left-and-right direction) of the straddle type vehicle, and the Z direction indicates the vertical direction. The front or rear in the front-and-rear direction of the straddle type vehicle will simply be called the front or rear in some cases. <Outline of Straddle Type Vehicle> FIG.1is a side view of the right side of a straddle type vehicle1according to the embodiment of the present invention. The straddle type vehicle1is a touring motorcycle suitable for long-distance traveling. However, the present invention is applicable to various kinds of straddle type vehicles including motorcycles of other forms. The present invention is also applicable to a vehicle including an internal-combustion engine as a driving source, and an electric vehicle including a motor as a driving source. In the following description, the straddle type vehicle1is also referred to as the vehicle1. The upper right portion ofFIG.1is a partial enlarged view of a handle8of the vehicle1, and the upper left portion ofFIG.1is a partial enlarged view of a key operation unit27of the vehicle1. The vehicle1includes a vehicle control apparatus200(FIG.2) capable of being controlled by a brake-ty-wire method. A predetermined braking force is generated by a brake220in accordance with the brake-by-wire method under the control of a control unit210(FIG.2) in accordance with an operation for allowing the driver (rider) to press a pressure sensitive portion8aof a grip8cand an operation for allowing the rider to operate a brake pedal which is a rear wheel brake operation unit26. The vehicle1includes a power unit2between a front wheel FW and a rear wheel RW. In this embodiment, the power unit2includes a flat-six engine121and a transmission122. The driving force of the transmission122is transmitted to the rear wheel RW via a drive shaft (not shown) and rotates the rear wheel RW. The power unit2is supported by a vehicle body frame3. The vehicle body frame3includes a pair of left and right main frames31extended in the X direction. A fuel tank5and an air cleaner box (not shown) are arranged above the main frames31. A meter unit MU for displaying various kinds of information to the occupant (rider) is installed before the fuel tank5. A head pipe32for pivotally supporting a steerable shaft (not shown) that is pivoted by a handle8is attached to the front end portions of the main frames31. A pair of left and right pivot plates33are attached to the rear end portions of the main frames31. The lower end portions of the pivot plates33and the front end portions of the main frames31are connected by a pair of left and right lower arms (not shown), and the power unit2is supported by the main frames31and the lower arms. In addition, a pair of left and right seat rails extending backward in the rear end portions of the main frames31are formed, and support, for example, a seat4aon which the rider sits, a seat4bon which a fellow passenger sits, and a rear trunk7b. The front end portion of a rear swing arm (not shown) extending in the front-and-rear direction is swingably supported by the pivot plates33. The rear swing arm is vertically swingable, and its rear end portion supports the rear wheel RW. An exhaust muffler6for silencing the exhaust gas of the engine121extends in the X direction in the lower side portion of the rear wheel RW. Left and right saddlebags7aare formed on the upper side portions of the rear wheel RW. A front suspension mechanism9for swingably supporting the front wheel FW is formed in the front end portions of the main frames31. The front suspension mechanism9includes an upper link91, a lower link92, a fork support member93, a cushion unit94, and a pair of left and right front forks95. In the front suspension mechanism9, the upper link91, the lower link92, the fork support member93, and the cushion unit94form a support mechanism for supporting the front forks95of the vehicle1. The upper link91and the lower link92are arranged to be vertically arranged in the front end portions of the main frames31. The rear end portions of the upper link91and the lower link92are swingably connected to the front end portions of the main frames31. The upper link91and the lower link92are swingably connected to the fork support member93. The cushion unit94has a structure in which a shock absorber is inserted into a coil spring, and its upper end portion is swingably supported by the main frames31. The lower end portion of the cushion unit94is swingably supported by the lower link92. The fork support member93is cylindrical and inclines backward. The fork support member93supports a steering shaft96so that it is rotatable around its axis. The steering shaft96has a shaft portion (not shown) inserted into the fork support member93. A bridge (not shown) is formed in the lower end portion of the steering shaft96, and supports the pair of left and right front forks95. The front forks95rotatably support the front wheel FW. The upper end portion of the steering shaft96is connected to the steerable shaft (not shown) that is pivoted by the handle8, via a link97. When the handle8is steered, the steering shaft96rotates and steers the front wheel FW. The upper portion of the front wheel FW is covered with a fender10, and the fender10is supported by the front forks95. A headlight unit11for emitting light toward the front of the vehicle1is arranged at the front portion of the vehicle1. A plurality of sets each including a light source serving as a light-emitting element such as an LED and a reflector are arranged in the headlight unit11. The front side of the vehicle1is covered with a front cover12, and the side portions of the front side of the vehicle1are covered with a pair of left and right side covers14. A screen13supported by a screen stay13ais arranged above the front cover12. The screen13is a windshield for reducing the wind pressure received by the rider during traveling. A pair of left and right side mirror units15are arranged on the side portions of the front cover12. A side mirror (not shown) is supported on each side mirror unit15so that the rider can visually check the rear side of the vehicle. <Mechanism of Handle8> The pressure sensitive portion8a(piezoelectric element) and the signal processing unit16for detecting the pressure applied to the grip8cand outputting an electrical signal corresponding to the detected pressure to a signal processing unit16are arranged as a brake operation unit in place of the brake lever on the right handle8of the straddle type vehicle1. The signal processing unit16supplies the power of a battery power supply30to the control unit210based on the electrical signal output from the pressure sensitive portion8a. As shown in the partial enlarged view of the periphery of the handle8, the pressure sensitive portion8ais arranged along the circumferential direction of the inner portion of the grip8c. The detection range of the pressure sensitive portion8ais a substantially half region (partial outer circumferential region) of the inner circumferential region of the grip8con the front side of the straddle type vehicle1. A convex portion8bis formed on part of the grip surface of the handle8. The convex portion8bis formed within the detection range of the pressure sensitive portion8a. When the detection range of the pressure sensitive portion8ais formed in the partial outer circumferential region of the grip8con the rear side of the vehicle1, the upper body of the driver (rider) who grips the grip8cduring traveling tends to lean, and the rider may press the pressure sensitive portion8aof the grip8cto actuate the brake in some cases. In order to prevent unintended brake actuation, in the arrangement of the vehicle1of this embodiment, the detection range of the pressure sensitive portion8ais formed in the half partial outer circumferential region of the circumferential region of the inner side of the grip8con the front side of the vehicle1. Note that in addition to the example of the partial enlarged view shown inFIG.1, for example, in consideration of a state in which the grip8chas been pivoted, the detection range of the pressure sensitive portion8amay be set at a position on the front side of the vehicle1in the accelerator open state (the pivoted state of the grip8c). As shown in the partial enlarged view ofFIG.1, when the driver (rider) grips the grip8cprovided with the convex portion8b, he/she can tactilely discriminate the pressure sensitive portion8a. When the pressure sensitive portion8aserving as the brake operation unit is integrally formed with the grip8c, the brake operation can be smoothly shifted from the accelerator open state regardless of the size of the hand of the driver (rider), thereby providing the vehicle1excellent in the accelerator operation and brake operation. The electrical signal output from the pressure sensitive portion8ais amplified by a predetermined coefficient (gain coefficient) set in the signal processing unit16and input to the control unit (ECU)210. The signal processing unit16includes a coefficient setting unit16afor setting the coefficient for amplifying the electrical signal output from the pressure sensitive portion8a. When the setting in the coefficient setting unit16ais changed, a gain coefficient G for amplifying the electrical signal of the pressure sensitive portion8acan be changed. An arbitrary coefficient larger than 1 can be set as the gain coefficient G. For example, if the coefficient setting unit16asets 2 as the gain coefficient, the signal processing unit16can generate a signal obtained by doubling the electrical signal of the pressure sensitive portion8aand inputs the amplified signal to the control unit210of the vehicle control apparatus200. The signal obtained by doubling the electrical signal corresponds to an electrical signal output from the pressure sensitive portion8awhen a 2× pressure is applied to the pressure sensitive portion8a. The control unit210of the vehicle control apparatus200controls the brake220to generate a braking force based on the signal multiplied by the gain coefficient. The gain coefficient can be set variable to adjust the brake effect to match the grip strength of the driver (rider). Accordingly, even a driver (rider) who has a small physique and a weak grip strength can obtain a predetermined brake effect while reducing the physical load. <Basic Arrangement of Vehicle Control Apparatus> The arrangement of the vehicle control apparatus200mounted in the vehicle1of the embodiment of the present invention will be described with reference to the drawing.FIG.2is a block diagram showing the arrangement of the vehicle control apparatus200of the vehicle1. The control unit210is formed by an electronic control unit (ECU) including a processing unit21formed by a processor such as a CPU, a storage unit22configured to store the calculation processing result of the processing unit21, and an interface unit23(I/F unit). The interface unit23(I/F unit) exchanges signals with external devices including a tilt sensor24, a vehicle speed sensor25, the signal processing unit16, the key operation unit27, a front wheel brake circuit40F, and a rear wheel brake circuit40R. The control unit210can be mounted at any position of the vehicle1and may be formed by a plurality of mutually communicable electron control units. The pressure sensitive portion8afunctions as a front wheel brake operation unit. The arrangement as the combination of the rear wheel brake operation unit26and the front wheel brake operation unit (the pressure sensitive portion8a) is given as the brake operation unit inFIG.2. The control unit210controls the brake220of the straddle type vehicle1based on a signal from the signal processing unit16. The signal processing unit16supplies the power of the battery power supply30to the control unit210by the predetermined input operation in the handle locking state of the straddle type vehicle1. The predetermined input operation here includes an operation for the key operation unit27for releasing the handle locking state. Handle locking is electronically controlled by the brake-by-wire method. The signal processing unit16supplies the power of the battery power supply30to the control unit210based on the signal input from the key operation unit27in accordance with the operation to the key operation unit27. The control unit210activated based on the battery power supply30controls the brake220before the handle locking state is released. In addition, the predetermined input operation includes an operation to the brake operation unit (the pressure sensitive portion8aand the rear wheel brake operation unit26). The signal processing unit16supplies the power of the battery power supply30to the control unit210based on the signal input from the brake operation unit in accordance with the above operation. The control unit210activated based on the battery power supply controls the brake220before the handle locking state is released. Upon reception of the power from the battery power supply30, the control unit210can drive and control a front wheel brake caliper (front wheel brake)41F and a rear wheel brake caliper (rear wheel brake)41R to apply a predetermined braking force to the vehicle1. The control unit210generates control signals for controlling the front wheel brake circuit40F and the rear wheel brake circuit40R in accordance with the operation for allowing the driver (rider) to press the pressure sensitive portion8aof the grip8cand the operation for the brake pedal serving as the rear wheel brake operation unit26. Each of the front wheel brake circuit40F and the rear wheel brake circuit40R includes a hydraulic circuit (not shown) made of a regulator, an electromagnetic valve, or the like. Based on the control signals, each of the operations of the front wheel brake caliper41F and the rear wheel brake caliper41R is controlled in accordance with a predetermined control pressure generated from the hydraulic pressure of the working oil in the master cylinder. Each of the front wheel brake caliper41F and the rear wheel brake caliper41R generates the predetermined braking force based on the generated control pressure. As shown inFIG.2, in the vehicle control apparatus200, the front wheel brake circuit40F and the rear wheel brake circuit40R which are independent of each other are synchronized by the control unit210. For example, when the brake operation is performed for one of the front wheel side and the rear wheel side, the brakes (the front wheel brake caliper41F and the rear wheel brake caliper41R) of the front wheel and the rear wheel can be synchronized to perform the braking operation. For example, when the pressure sensitive portion8ais pressed and operated, the front wheel brake circuit40F generates the predetermined control pressure based on the hydraulic pressure of the working oil of the front wheel master cylinder under control of the control unit210in accordance with the brake-by-wire method. The predetermined control pressure is applied to the front wheel brake caliper41F. In the rear wheel brake circuit40R, the predetermined control pressure is generated under the control of the control unit210and applied to the rear wheel brake caliper41R. The control unit210supplies the control pressures for controlling the brakes to the front wheel brake caliper41F and the rear wheel brake caliper41R in accordance with the operation of the pressure sensitive portion8afunctioning as the front wheel brake operation unit and the operation of the brake pedal serving as the rear wheel brake operation unit26. In addition, the control unit210can independently or synchronously control the braking forces of the front wheel and the rear wheel based on various kinds of sensor information. The vehicle speed sensor25shown inFIG.2detects the vehicle wheel speed of the vehicle1. The control unit210sets a higher vehicle wheel speed of the vehicle wheel speeds of the vehicle1detected by the front wheel vehicle speed sensor25and the rear wheel vehicle speed sensor25as an estimated vehicle speed of the vehicle. The control unit210then calculates a slip ratio (for example, front wheel slip ratio or rear wheel slip ratio) based on a difference between the estimated vehicle speed and one of the front and rear vehicle wheel speeds. If the calculated front wheel slip ratio and the calculated rear wheel slip ratio exceed threshold slip ratios, the processing unit21determines that the slip has occurred in the vehicle wheel. The control unit210can start ABS control for reducing the control pressure in the front wheel brake circuit40F or the rear wheel brake circuit40R. The tilt sensor24shown inFIG.2detects a tilt angle (climbing angle) of the vehicle1in the pitching direction. The processing unit21can determines based on tilt angle information detected by the tilt sensor24that the state of the vehicle1is in a tilt state. For example, if the tilt angle is equal to or more than a threshold based on comparison between the tilt angle in the traveling or stop state and a reference angle (threshold), the processing unit21determines that the vehicle1is in a tilt state. If the tilt angle is equal to or more than the threshold based on the comparison between the tilt angle and the threshold, the control unit210determines that the straddle type vehicle1is in the tilt state. The control unit210controls the brake220. If the tilt angle is less than the threshold, the control unit210determines that the straddle type vehicle1is not in the tilt state (for example, the state in which the vehicle is stopped on the flat road surface). The control unit210controls the brake220at the first timing. If the vehicle is in the tilt state, the control unit210controls the brake220at the second timing earlier than the first timing. Note that the threshold can be set by a plurality of thresholds, for example, the first threshold (small), the second threshold (medium), and the third threshold (large). In this case, the control unit210can determine the degrees of the tilt states stepwise such as the first tilt state (low), the second tilt state (medium), and the third tilt state (high) by comparison between the plurality of thresholds and the tilt angle detected by the tilt sensor24. Note that the setting of the first threshold to the third threshold, and the degrees of the tilt state corresponding to the threshold (the first tilt state to the third tilt state) are merely examples. The thresholds and the tilt degrees can be set in a multistage manner. In this case, the control unit210controls the brake220at a timing earlier than the first timing if the degree of the tilt state is higher. If the processing unit21determines based on the detection value of the vehicle speed sensor25that the vehicle1is in the stop state (the state in which the detection value of the vehicle speed sensor25is zero), the processing unit21stores the detection result of the tilt state in the storage unit22made of a nonvolatile memory. If the vehicle1is in the tilt state, that is, if the vehicle1is stopped on a road surface in the tilt state (slope), the processing unit21stores, for example. “1” as the identification information in the storage unit22. If the vehicle1is not in the tilt state, that is, if the vehicle1is stopped on a flat road surface which is not the slope, the processing unit21stores, for example, “0” as the identification information in the storage unit22. If the degree of the tilt state is determined stepwise, for example, identification information “1A” corresponding to the first tilt state (low), identification information “1B” corresponding to the second tilt state (medium), and identification information “1C” corresponding to the third tilt state (high) are stored as the pieces of identification of the tilt states in the storage unit22. FIG.6is a flowchart for explaining the procedure of processing of the control unit210according to the embodiment. The processing unit21of the control unit210refers to the identification information stored in the storage unit22to determine whether the vehicle1is in a tilt state. In addition, if the vehicle1is in a tilt state, the processing unit21can change the timing for operating the brake220by the power from the battery power supply30. In addition, if the processing unit21determines the degree of the tilt state by the threshold, the timing at which the brake220is operated can be changed stepwise in accordance with the degree of the tilt state. In step S61, the vehicle1is set in the handle locking state by the operation of the key operation unit27. In step S62, the signal processing unit16supplies the power of the battery power supply30to the control unit210(power ON) based on the signal input from the brake operation unit upon operation of the brake operation unit (the pressure sensitive portion8aand the rear wheel brake operation unit26) of the straddle type vehicle. The signal processing unit16sets an electrical energization enable state between the battery power supply30and the control unit210based on the signal input from the brake operation unit. The battery power supply30starts to supply the power to the control unit210. In step S63, the processing unit21of the control unit210refers to the identification information stored in the storage unit22to determine whether the vehicle1in the stop state is in the tilt state. If the vehicle1in the stop state is not in the tilt state (NO in step S63), that is, if the vehicle1is in the stop state on the flat road surface, the processing unit21advances the process to step S64. In this case, the control unit210controls the brake220to generate the braking force by the brake-by-wire method before the release of the handle locking state in accordance with the timing chart of ST31inFIG.3. On the other hand, if the vehicle1in the stop state is in the tilt state in the determination in step S63(YES in step S63), the processing unit21advances the process to step S65. In step S65, the processing unit21refers to the storage unit22to determine the degree of the tilt state stepwise using the threshold. If it is not determined that the degree of the tilt state is not determined stepwise by the threshold (No in step S65), the processing unit21advances the process to step S66. The processing unit21of the control unit210controls the brake220to generate the braking force by the brake-by-wire method before the release of the handle locking state in accordance with the timing chart in ST41ofFIG.4. On the other hand, in the determination of step S65, if the degree of the tilt state is determined stepwise (YES in step S65), the processing unit21advances the process to step S67. The processing unit21of the control unit210controls the brake220to generate the braking force by the brake-by-wire method before the release of the handle locking state in accordance with the timing chart of ST51inFIG.5. The contents of the timing chart will be described below. <State of Vehicle1not in Tilt State: S64> ST31inFIG.3is a timing chart showing the handle locking setting/release timing and the power ON timing if the state of the vehicle1in the stop state is not in the tilt state. ST32is the timing chart of the handle locking setting/release timing and the power ON timing in the conventional system as a comparative example. The key operation unit27is arranged in the vehicle1to allow handle locking setting for restricting steering of the handle8. The key operation unit27is, for example, a switch shown in the enlarged view ofFIG.1. The operation of the key operation unit27allows the stop of power from the battery power supply30(power OFF), handle locking setting (locking: LOCK), release (unlocking: UNLOCK), the start of power supply from the battery power supply30(power ON), and the start of the engine (IGNITION_ON). Note that the arrangement of the key operation unit27is merely an example, and can be an arrangement in which a key is inserted into a physical key cylinder. When setting handle locking, for example, the key operation unit27is rotated counterclockwise to set the key operation unit27to the power OFF position (power supply of the battery power supply30is set OFF). In this state, the handle8is pivoted left or right and set in this position. The key operation unit27is rotated from the power OFF position to the locking (LOCK) position, thereby setting the handle locking state (311of ST31). In the handle locking state, the signal processing unit16supplies the power of the battery power supply30to the control unit210based on the signal input from the brake operation unit (power ON) when the brake operation unit (the pressure sensitive portion8aand the rear wheel brake operation unit26) of the straddle type vehicle1is operated. The signal processing unit16sets an electrical energization enable state between the battery power supply30and the control unit210based on the signal input from the brake operation unit. The battery power supply30supplies the power to the control unit210(312of ST31). The processing unit21of the control unit210sets the brake220in an operable state by the brake-by-wire method (313of ST31). In this state, the braking force is generated in the brake220by the brake-by-wire method before the release of the handle locking state. Note that in addition to this example, in the handle locking state, an energization button27aof the key operation unit27can be pressed to set an electrical energization enable state between the battery power supply30and the control unit210to supply the power of the battery power supply30to the control unit210. When releasing the handle locking state, the key operation unit27is rotated counterclockwise from the locking (LOCK) position to set the key operation unit27to the unlocking (UNLOCK) position, thereby releasing the handle locking state based on the power of the battery power supply30(314of ST31). In addition, the key operation unit27is rotated clockwise to set the key operation unit27to the ignition (IGNITION_ON) position, thereby starting the engine (315of ST31). On the other hand, in ST32of the comparative example, in the handle locking state (321of ST32), even in a state in which the key is kept inserted into the physical key cylinder, the power OFF is set. In addition, even in a state in which the handle locking state is released by the operation of the handle8, the power OFF is set (322of ST32). The power supply is set in the power ON state by the key operation after the release of the handle locking state (323of ST32), and IGNITION_ON is set, thereby starting the engine (324of ST32). In the vehicle control apparatus200of this embodiment (ST31), the brake220is operable before the release of the handle locking state. On the other hand, in the comparative example, since the power ON timing is set after the release of the handle locking state, the brake operable state timing is delayed as compared with the case of ST31. According to the arrangement of this embodiment, the control unit210activated based on the battery power supply can control the brake220before the release of the handle locking state of the straddle type vehicle1. That is, the braking force can be generated by the brake-by-wire method before the release of the handle locking state. <State of Vehicle1in Tilt State: S66> FIG.4shows the handle locking setting/release timing and the power ON timing in the vehicle control apparatus200of this embodiment. ST41is a timing chart when the vehicle1is stopped on the road surface in the tilt state (slope). ST42is a timing chart of the handle locking setting/release timing and the power ON timing described in ST31ofFIG.3and shows the timing chart in a state in which the vehicle1is stopped on the flat road surface which is not the slope. The processing unit21of the control unit210refers to the identification information stored in the storage unit22to determine whether the vehicle1is set in a tilt state. If the vehicle1is determined to be set in the tilt state, the processing unit21selects ST41as the operation control timing chart of the brake220. On the other hand, if it is determined that the vehicle1is not in the tilt state (the vehicle is stopped on the flat road surface), the processing unit21selects ST31described with reference toFIG.3as the operation control timing chart of the brake220. Control of the brake220by the processing unit21when ST31is selected as the timing chart is the same as the processing described above with reference toFIG.3. In the timing chart of ST41, when setting the handle locking state, the key operation unit27is rotated counterclockwise to set the key operation unit27to the power OFF (the power from the battery power supply30is stopped) position. In this state, the handle8is pivoted left or right. When the key operation unit27is rotated from the power OFF position to the locking (LOCK) position to set the handle locking state (411of ST41). In the handle locking state, the signal processing unit16supplies the power of the battery power supply30to the control unit210based on the signal input from the brake operation unit (power ON) when the brake operation unit (the pressure sensitive portion8aand the rear wheel brake operation unit26) of the straddle type vehicle1is operated. The signal processing unit16sets an electrical energization enable state between the battery power supply30and the control unit210based on the signal input from the brake operation unit. The battery power supply30starts to supply the power to the control unit210. The processing unit21of the control unit210sets the brake220in an operable state by the brake-by-wire method (412of ST41). In this state, the braking force is generated in the brake by the brake-by-wire method before the release of the handle locking state. When the vehicle1is set in the tilt state, the processing unit21of the control unit210generates the braking force in the brake220by the brake-by-wire method at the second timing (412of ST41) earlier than the first timing (313of ST31) for generating the braking force in the brake220in ST31. When releasing the handle locking state, the key operation unit27is rotated counterclockwise from the locking (LOCK) position to set the key operation unit27to the unlocking (UNLOCK) position, thereby releasing the handle locking state based on the power of the battery power supply30(413of ST41). In addition, the key operation unit27is rotated clockwise to set the key operation unit27to the ignition (IGNITION_ON) position, thereby starting the engine (414of ST41). According to the arrangement of this embodiment, the control unit210activated based on the battery power supply can control the brake220before the release of the handle locking state of the straddle type vehicle1. As compared with the case in which the vehicle1is stopped on the flat road surface, when the vehicle is stopped on the tilt road surface, the braking force can be generated by the brake-by-wire method at an earlier timing. For example, assuming that the vehicle is stopped on a slope, when the driver slightly moves the two-wheeled vehicle, the driver can operate the brake, and the load on the driver by the weight of the vehicle can be reduced. <Stepwise Determination of Degree of Tilt State: S67> When the vehicle1is stopped on the road surface in the tilt state (slope), the processing unit21determines the degree of the tilt state stepwise based on the plurality of set thresholds (for example, the first threshold to the third threshold), and the determination result can be stored in the storage unit22. For example, the processing unit21stores the identification information “1A” corresponding to the first tilt state (low), the identification information “1B” corresponding to the second tilt state (medium), and the identification information “1C” corresponding to the third tilt state (high) in the storage unit22. The processing unit21refers to the identification information stored in the storage unit22to determine the degree of the tilt state of the vehicle1which is stopped. Based on the degree of the tilt state of the vehicle1, the processing unit21changes the timing at which the brake220can be operated by power from the battery power supply30.FIG.5is a view for changing the timing capable of operating the brake220based on the degree of the tilt state. Of the timings shown inFIG.5,311to315are similar to the timings described with reference toFIG.3. As shown inFIG.5, if the vehicle1is set in the first tilt state (low), the processing unit21of the control unit210generates the braking force in the brake220by the brake-by-wire method at a timing (512of ST51) earlier than the timing (313of ST51: the vehicle1is stopped on the flat road surface) for generating the braking force in the brake220in ST51. If the vehicle1is set in the second tilt state (medium), the processing unit21of the control unit210generates the braking force in the brake220by the brake-by-wire method at a timing (511of ST51) earlier than the timing (512of ST51) for generating the braking force in the brake220in ST51. If the vehicle1is set in the third tilt state (high), the processing unit21of the control unit210generates the braking force in the brake220by the brake-by-wire method at a timing (312of ST51) earlier than the timing (511of ST51) for generating the braking force in the brake220in ST51. With the arrangement of this embodiment, the control unit210activated based on the battery power supply can control the brake220before the release of the handle locking state of the straddle type vehicle1. As compared with the case in which the vehicle is stopped on the flat road surface, when the vehicle is stopped on the tilt road surface, the braking force can be generated by the brake-by-wire method at an earlier timing in accordance with the degree of the tilt state. Accordingly, even if the two-wheeled vehicle is slightly moved in the tilt state, as compared with the case in which the vehicle is stopped in the flat state, the driver can operate the brake220at an earlier timing. The load based on the weight of the vehicle can be reduced. Note that although the processing at the time of operating the brake operation unit has been described as an example of the input operation inFIG.3(ST31),FIG.4(ST41), andFIG.5(ST51), processing at the time of operation of the key operation unit27to release the handle locking state can be similarly performed in addition to the example described above. Other Embodiments A vehicle control program configured to implement one or more functions described in the embodiment is supplied to a system or a device via a network or a storage medium, and one or more processors in the computer of the system of the device can read out and execute the program. The present invention can also be implemented by such a form. Summary of Embodiment The embodiment discloses at least the following arrangements. Arrangement 1. There is provided a straddle type vehicle (for example,1inFIG.1) including a vehicle control apparatus (for example,200inFIG.2) capable of controlling a brake (for example,220inFIG.2) by a brake-by-wire method, comprising:a control unit (for example,210inFIG.2) configured to control the brake (220) of the straddle type vehicle (1) based on a signal from a brake operation unit (for example,8a,26inFIG.2); anda signal processing unit (for example,16inFIG.1) configured to supply power of a battery power supply (for example,30inFIG.2) of the straddle type vehicle (1) to the control unit (210) by a predetermined input operation in a handle locking state of the straddle type vehicle (1). According to the straddle type vehicle of Arrangement 1, there can be provided a straddle type vehicle capable of supplying the power of the battery power supply of the straddle type vehicle to the control unit by the predetermined input operation in the handle locking state. Arrangement 2. In the vehicle according to the above embodiment, the input operation includes an operation to an operation unit (for example,27inFIG.1) configured to release the handle locking state. According to the straddle type vehicle of Arrangement 2, by supplying power to the control unit in synchronism with the operation for releasing the handle locking state, the brake operation can be quickly performed after the operation for releasing the handle locking state without requiring any other operation. Arrangement 3. In the vehicle according to the above embodiment, the handle locking state is electronically controlled by the brake-by-wire method, andbased on a signal input from the operation unit (27) by the operation,the signal processing unit (16) supplies the power of the battery power supply (30) to the control unit (210), and the control unit (210) activated based on the battery power supply (30) controls the brake (220) before release of the handle locking state. According to the straddle type vehicle of Arrangement 3, the handle locking state can be released after the brake can be controlled. This makes it possible to reliably operate the brake. Arrangement 4. In the vehicle according to the above embodiment, the input operation includes an operation to the brake operation unit (8a,26), andbased on a signal input from the brake operation unit (8a,26) by the operation, the signal processing unit (16) supplies the power of the battery power supply (30) to the control unit (210), and the control unit (210) activated based on the battery power supply (30) controls the brake (220) before release of the handle locking state. According to the straddle type vehicle of Arrangement 4, the brake can be controlled by the brake-by-wire method before the release of the handle locking state. This makes it possible to reliably operate the brake. Arrangement 5. The vehicle according to the above embodiment further comprises a detection unit (for example,24inFIG.2) configured to detect a tilt angle of the straddle type vehicle (1) in a pitching direction,wherein if the tilt angle is not less than a threshold based on comparison between the tilt angle and the threshold, the control unit (210) determines that the straddle type vehicle (1) is in a tilt state and controls the brake (220). According to the straddle type vehicle of Arrangement 5, if it is determined that the straddle type vehicle is in the tilt state, the brake can be controlled before the release of the handle locking state of the straddle type vehicle. In addition, the braking force can be generated by the brake-by-wire method before the release of the handle locking state. For example, assuming that the vehicle is stopped on the slope, even if the two-wheeled vehicle is slightly moved, the driver can operate the brake, and the load based on the weight of the vehicle can be reduced. Arrangement 6. In the vehicle according to the above embodiment, if the tilt angle is less than the threshold, the control unit (210) determines that the straddle type vehicle (1) is not in the tilt state and controls the brake (220) at a first timing (for example, ST31inFIG.3), andif the control unit (210) determines that the vehicle (1) is in the tilt state, the control unit (210) controls the brake (220) at a second timing (for example, ST41inFIG.4) earlier than the first timing (for example, ST31inFIG.3). According to the straddle type vehicle of Arrangement 6, the brake can be controlled before the release of the handle locking state of the straddle type vehicle. In addition, as compared with the case in which the straddle type vehicle is stopped on the flat road surface, when the vehicle is stopped on the tilt state, the braking force can be generated by the brake-by-wire method at an earlier timing. Arrangement 7. In the vehicle according to the above embodiment, the control unit (210) controls the brake at a timing earlier than the first timing as a degree of the tilt state is higher (for example, ST51inFIG.5). According to the straddle type vehicle of Arrangement 7, the brake can be controlled before the release of the handle type vehicle. In addition, as compared with the case in which the vehicle is stopped on the flat road surface, when the vehicle is stopped on the tilt road surface, the braking force can be generated by the brake-by-wire method at an earlier timing in accordance with the degree of the tilt state. Accordingly, even if the driver slightly moves the vehicle in the tilt state, the driver can operate the brake at an earlier timing as compared with the case in which the vehicle is stopped in the flat state. This makes it possible to reduce the load based on the weight of the vehicle. Arrangement 8. In the vehicle according to the above embodiment, the signal processing unit (16) supplies the power of the battery power supply (30) to the control unit (210) based on a signal input at the time of an operation of the brake operation unit (8a). According to the straddle type vehicle of Arrangement 8, the electrical energization enable state is set between the battery power supply and the control unit based on the signal input at the time of operating the brake. This makes it possible to activate the control unit based on the battery power supply. There is no need to set the battery power supply in the energization enable state. While the energy saving of the battery power supply is enhanced, the control unit can control the brake at the timing which requires the brake. Arrangement 9. In the vehicle according to the above embodiment, a pressure sensitive unit (for example,8ainFIG.1) configured to detect an applied pressure and outputting a signal corresponding to the detected pressure to the signal processing unit (16) is arranged as the brake operation unit on a grip (for example,8cinFIG.1) of a handle of the straddle type vehicle, andthe signal processing unit (16) supplies the power of the battery power supply (30) to the control unit (210) based on the signal output from the pressure sensitive unit (8a). According to the straddle type vehicle according to Arrangement 9, the battery power supply need not be set in the energization enable state. While the energy saving of the battery power supply can be enhanced, the brake can be controlled at the timing which requires the brake. In addition, since the pressure sensitive unit serving as the brake operation unit is integrally formed with the grip, the operation can be smoothly shifted to the brake operation from the accelerator open state regardless of the size of the hand of the driver (rider). There can be provided the straddle type vehicle excellent in the accelerator operation and the brake operation. Arrangement 10. In the vehicle according to the above embodiment, the pressure sensitive unit (8a) is arranged in an inner circumferential direction of the grip (8c), and a detection range of the pressure sensitive unit (8a) is formed in a half region of a region of the grip (8c) in the inner circumferential direction on a front side of the straddle type vehicle (1). According to the straddle type vehicle of Arrangement 10, the upper body of the driver (rider) who grips the grip in the traveling state leans against the grip and the grip is pressed. Such an intended brake operation error which erroneously operate the brake can be prevented. Arrangement 11. In the vehicle according to the above embodiment, a convex portion (for example,8binFIG.1) is formed in part of a surface of the grip (8) of the handle, andthe convex portion (8b) is formed within the detection range of the pressure sensitive unit (8a). According to the straddle type vehicle of Arrangement 11, when the driver (rider) grips the grip with the convey portion, the driver can tactilely discriminate the detection region formed in the sensitive unit. Arrangement 12. In the vehicle according to the above embodiment, the signal processing unit (16) comprises a coefficient setting unit (for example,16ainFIG.1) configured to set a coefficient for amplifying an electrical signal output from the pressure sensitive unit (8a),the signal processing unit (16) inputs, to the control unit (210), a signal multiplied by the coefficient set by the coefficient setting unit (16a), andthe control unit (210) controls the brake (220) so that a braking force based on the signal is generated. According to the straddle type vehicle of Arrangement 12, since the coefficient (gain coefficient) can be set variable, the brake effect can be adjusted to match the grip strength of the driver (rider). Even for a driver (rider) who has a small physique and a weak grip strength, the physical load can be reduced, and the predetermined brake effect can be implemented. Arrangement 13. There is provided a vehicle control apparatus (for example,200inFIG.2) capable of controlling a brake (for example,220inFIG.2) of a vehicle (for example,1inFIG.1) by a brake-by-wire method, comprising:a control unit (for example,210inFIG.2) configured to control the brake of the vehicle based on a signal from a brake operation unit (for example,8a,16,26inFIG.2); anda signal processing unit (for example,16inFIG.2) configured to supply power of a battery power supply (for example,30inFIG.2) of the vehicle to the control unit by a predetermined input operation in a handle locking state of the vehicle (1). According to the straddle type vehicle of Arrangement 13, there can be provided a straddle type vehicle capable of supplying the power of the battery power supply of the straddle type vehicle to the control unit by the predetermined input operation in the handle locking state. Arrangement 14. There is provided a vehicle control method in a vehicle control apparatus (for example,200inFIG.2) including a control unit (for example,210inFIG.2) configured to control a brake (for example,220inFIG.2) of a vehicle (for example,1inFIG.1) based on a signal from a brake operation unit (for example,8a,16,26inFIG.2), the vehicle control apparatus being capable of controlling the brake (220) of the vehicle (1) by a brake-by-wire method, comprisingsupplying power of a battery power supply (for example,30inFIG.2) of the vehicle (1) to the control unit (210) by a predetermined input operation in a handle locking state of the vehicle (1) (for example,312of ST31inFIG.3,412of ST41inFIG.4,312of ST51inFIG.5). According to the vehicle control method of Arrangement 14, there can be provided a vehicle control method capable of supplying the power of the battery power supply of the straddle type vehicle to the control unit by the predetermined input operation in the handle locking state. Arrangement 15. There is provided a non-transitory computer-readable storage medium storing a program for causing a computer to execute a vehicle control method in a vehicle control apparatus (for example,200inFIG.2) including a control unit (for example,210inFIG.2) configured to control a brake (for example,220inFIG.2) of a vehicle (for example,1inFIG.1) based on a signal from a brake operation unit (for example,8a,16,26inFIG.2), the vehicle control apparatus being capable of controlling the brake (220) of the vehicle (1) by a brake-by-wire method, the vehicle control method comprisingsupplying power of a battery power supply (for example,30inFIG.2) of the vehicle (1) to the control unit (210) by a predetermined input operation in a handle locking state of the vehicle (1) (for example,312of ST31inFIG.3,412of ST41inFIG.4,312of ST51inFIG.5). According to the storage medium storing the program of Arrangement 15, there can be provided a storage medium storing a program capable of supplying, to the control unit, the power of the battery power supply of the straddle type vehicle by the predetermined input operation in the handle locking state. The invention is not limited to the foregoing embodiments, and various variations/changes are possible within the spirit of the invention. | 48,799 |
11858486 | DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS Hereinafter, a parking brake apparatus for a vehicle will be described below with reference to the accompanying drawings through various examples of embodiments. It should be noted that the drawings are not to precise scale and may be exaggerated in thickness of lines or sizes of components for descriptive convenience and clarity only. Furthermore, the terms used herein are defined by taking functions of the invention into account and can be changed according to the intention of users or operators or the practice. Therefore, definition of the terms should be made according to the overall disclosures set forth herein. FIG.1is a perspective view illustrating a parking brake apparatus for a vehicle in accordance with an embodiment of the present disclosure.FIG.2is a partial perspective view illustrating the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure.FIG.3is a partial exploded view illustrating the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure.FIG.4is a front view illustrating the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure.FIGS.5to7are state views illustrating driving states of the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure. FIG.8is a view illustrating a state in which a hall sensor unit is disposed at a side of a ring gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure,FIG.9is a view illustrating a state in which the hall sensor unit is disposed at a side of a transmission gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure,FIG.10is a view illustrating a state in which a magnet unit is mounted to the ring gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure,FIG.11is a view illustrating a state in which a plurality of magnet units are mounted to the ring gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure,FIG.12is a view illustrating a state in which the magnet unit is mounted to the transmission gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure, andFIG.13is a view illustrating a state in which the plurality of magnet units are mounted to the transmission gear section in the parking brake apparatus for a vehicle in accordance with the embodiment of the present disclosure. Referring toFIGS.1to5, a parking brake apparatus1for a vehicle in accordance with the embodiment of the present disclosure includes a driving unit50, pressing units100and200, and a load transmission unit300. The driving unit50includes a motor section60which receives electric power from the outside and generates power. The motor section60includes a motor body61which generates power and a driving gear62which is rotated by the motor body61. In the present embodiment, the driving gear62is formed in the shape of a worm gear, but the shape thereof may be replaced with other gear shapes or the likes as long as the driving gear62can transmit power to the pressing units100and200or a power transmission section70. The driving unit50further includes a power transmission section70. That is to say, the motor section60of the driving unit50may indirectly transmit generated power to the pressing units100and200through the power transmission section70. The power transmission section70includes a transmission shaft71, a transmission worm wheel72, and transmission worm gears73. The transmission worm wheel72is meshed with the driving gear62and receives power from the driving gear62. The transmission worm wheel72is disposed at the middle portion of the transmission shaft71, and the transmission worm gears73are disposed at both sides of the transmission worm wheel72, respectively. Therefore, if the transmission worm wheel72is rotated by the driving gear62, each of the transmission worm gears73at both ends of the transmission shaft71, which are connected to the transmission worm wheel72, is rotated in an interlocked manner. As such, according to the present embodiment, even though one transmission worm wheel71is rotated using one motor section60, the two transmission worm gears73which are connected to the transmission worm wheel72may be simultaneously rotated, which makes it possible to simultaneously provide power to the pair of pressing units100and200. In other words, the power transmission section70has a structure in which one transmission worm wheel72is installed at the middle portion of the transmission shaft71and the pair of transmission worm gears73are connected to the transmission worm wheel72and are installed at both sides of the transmission worm wheel72, respectively, and thus, can simultaneously transmit the same force to each of the pair of pressing units100and200. In addition, since power can be transmitted by including only the transmission worm wheel72and the transmission worm gears73, the structure of the power transmission section70may be simplified, whereby the assemblability and operational reliability may be improved and an installation space may be reduced. In addition, by adjusting the spacing between the transmission worm gears73disposed at both sides of the transmission worm wheel72, the spacing between the pressing units100and200may be adjusted. Referring toFIGS.1to3, the parking brake apparatus1for a vehicle in accordance with the present embodiment includes a mounting case400and a mounting cover (not illustrated). The driving unit50, the pressing units100and200and the load transmission unit300are disposed in the mounting case400. The mounting cover is detachably coupled to the mounting case400, and closes one side opening of the mounting case400to prevent foreign matters from entering the inside of the mounting case400. The pressing units100and200in accordance with the embodiment of the present disclosure are installed in a caliper housing10, receive power from the driving unit50, and press a brake pad20which is brought into frictional contact with a disc (not illustrated). A plurality of pressing units100and200are provided. The plurality of pressing units100and200are disposed side by side. The pressing units100and200are symmetrically installed at left and right sides (inFIG.4) with respect to the center portion of the brake pad20. The pressing units100and200receive power from the driving unit50, and press the brake pad20with the same pressing loads. The brake pad20is moved toward the disc by such pressing forces, and a braking force is generated due to the friction between the brake pad20and the disc. The pressing units100and200in accordance with the embodiment of the present disclosure include the sun gear sections110and210, the connection gear sections120and220, the planetary gear sections130and230, carrier sections150and250, and the piston sections170and270. Meanwhile, in the illustration ofFIGS.4to7, connection gear bodies121and221of the connection gear sections120and220are omitted for the sake of convenience in explanation. The connection gear sections120and220include the connection gear bodies121and221, connection worm wheels122and222, and connecting insertion parts123and223. The connection gear sections120and220include the connection worm wheels122and222formed on the outer circumferential surfaces thereof to be meshed with the driving unit50, specifically, the transmission worm gears73of the power transmission section70, respectively. Due to this fact, the power generated in the motor section60is transmitted to the connection worm wheels122and222through the power transmission section70. That is to say, the power of the driving unit50is transmitted to the connection gear sections120and220and rotates the connection gear sections120and220. The connection worm wheels122and222are formed in the shapes of worm wheels. The connecting insertion parts123and223are formed in spaces inside the connection worm wheels122and222. In other words, the connection worm wheels122and222are formed on the outsides of walls formed on the outer circumferential surfaces of the connection gear bodies121and221, and the connecting insertion parts123and223are formed in the spaces inside the walls on which the connection worm wheels122and222are formed. Ring gear sections310, specifically, ring gear inner parts311, are inserted into the connecting insertion parts123and223. The connecting insertion parts123and223are formed in the shapes of grooves. The sun gear sections110and210are rotated by receiving power from the driving unit50. According to the present embodiment, the sun gear sections110and210are coupled to the connection gear sections120and220. The sun gear sections110and210may be rotated through the connection gear sections120and220which are dynamically connected to the driving unit50. The sun gear sections110and210include sun gears111and211and sun gear connection bodies112and212. The sun gear connection bodies112and212are coupled to the connection gear bodies121and221. The sun gears111and211are formed at the center portions of the sun gear connection bodies112and212, and are formed in the shapes of gears on the outer circumferential surfaces thereof to be meshed with the planetary gear sections130and230. The rotation centers of the sun gear sections110and210are concentric with the rotation centers of the connection gear sections120and220. Therefore, if power is transmitted to the connection gear sections120and220by the power transmission section70, the connection gear sections120and220and the sun gear sections110and210are rotated about the same rotation axes. The sun gear sections110and210are disposed inside the inner circumferential surfaces of the connection gear sections120and220on which the connecting insertion parts123and223are formed. The sun gear sections110and210may be integrally formed with the connection gear sections120and220. Alternatively, the sun gear sections110and210may be formed as separate bodies from the connection gear sections120and220, and may be integrated with the connection gear sections120and220through coupling. As the sun gear sections110and210are integrally formed with the connection gear sections120and220or are integrated with the connection gear sections120and220, if the connection gear sections120and220which are driven by receiving power from the power transmission section70are rotated, the sun gear sections110and210are also rotated together. The sun gears111and211are disposed inside the planetary gear sections130and230, respectively, each of which is provided with a plurality of gears. The planetary gear sections130and230rotate and revolve while being meshed with the sun gears111and211. The planetary gear sections130and230include a plurality of planetary gears131and231. The present embodiment illustrates that the numbers of the planetary gears131and231each are exemplified as four. However, it is to be noted that the present embodiment is not limited thereto, and thus, the numbers of the planetary gears131and231may each be three or less or five or more. The plurality of planetary gears131and231are disposed at equal angles about the rotation centers of the sun gears111and211. The plurality of planetary gears131and231are meshed with the sun gears111and211, and rotate and/or revolve when the sun gears111and211are rotated. The planetary gear sections130and230are coupled to the carrier sections150and250. In the case where the plurality of planetary gears131and231revolve around the sun gears111and211, the carrier sections150and250are also rotated in a clockwise or counterclockwise direction (inFIG.4). As the carrier sections150and250are rotated, the piston sections170and270are moved toward the brake pad20and press the brake pad20. The carrier sections150and250include carrier bodies151and251, carrier rotation shafts152and252, and carrier connection parts153and253. The carrier rotation shafts152and252are formed on the carrier bodies151and251to project toward the planetary gear sections130and230. The carrier rotation shafts152and252are provided in plural numbers that are the same as the numbers of the planetary gears131and231of the planetary gear sections130and230, and are coupled through the planetary gears131and231of the planetary gear sections130and230. Due to this fact, the planetary gears131and231of the planetary gear sections130and230may perform rotating motion while being rotated on the carrier rotation shafts152and252. The carrier connection parts153and253are formed on the inner circumferential surfaces of the carrier bodies151and251, and are connected to piston connection parts173and273of the piston sections170and270. In the present embodiment, the carrier connection parts153and253have grooves, and the piston connection parts173and273have protrusions which are inserted into the grooves of the carrier connection parts153and253. Alternatively, the piston connection parts173and273may have grooves, and the carrier connection parts153and253may have protrusions which are inserted into the grooves of the piston connection parts173and273. The carrier connection parts153and253and the piston connection parts173and273may be spline-coupled to each other. Of course, the carrier sections150and250and the piston sections170and270may be coupled in other ways, for example, screw coupling or the like, in addition to the spline coupling. The piston sections170and270are connected with the carrier sections150and250. The piston sections170and270are rotated together as the carrier sections150and250are rotated. The piston sections170and270include piston bodies171and271, piston shafts172and272, and the piston connection parts173and273. The piston bodies171and271are formed to be internally hollow, and are disposed to be capable of being brought into contact with the brake pad20by the movement thereof. The piston bodies171and271may be formed in cylindrical shapes. The piston bodies171and271are coupled with the piston shafts172and272, and the piston connection parts173and273are formed at ends of the piston shafts172and272, that is, ends of the piston shafts172and272which face the carrier sections150and250. When the carrier sections150and250are rotated, the piston connection parts173and273which are spline-coupled to the carrier connection parts153and253are rotated, and thereby, the rotational motion of the carrier sections150and250is converted into the linear motion of the piston sections170and270. Due to the linear movement of the piston sections170and270, the piston sections170and270are moved toward the brake pad20. Therefore, as the piston sections170and270are brought into contact with the brake pad20and press the brake pad20, a braking force is generated due to the friction between the brake pad20and the disc. The load transmission unit300is connected to each of the pair of pressing units100and200, and transmits a pressing load of any one of the pressing units100and200to the other of the pressing units100and200. The load transmission unit300in accordance with the embodiment of the present disclosure includes the pair of ring gear sections310. The load transmission unit300may further include one or more transmission gear sections320. The pair of ring gear sections310are meshed with the planetary gear sections130and230, respectively, to be able to be rotated thereby. The pair of ring gear sections310may be directly meshed with each other. In other words, the pair of ring gear sections310may be directly connected with each other without disposing the transmission gear sections320therebetween. In this case, the spacing between the pair of ring gear sections310illustrated inFIG.4, that is, the spacing between the connection gear sections120and220at one side and the other side, is further reduced, and thus, in conformity with this, the spacing between the transmission worm gears73at the one side and the other side, which are meshed with the connection gear sections120and220, may be further reduced. Alternatively, the pair of ring gear sections310may be indirectly meshed by the medium of the one or more transmission gear sections320. Namely, the transmission gear sections320may be disposed between the pair of ring gear sections310and meshed with the ring gear sections310. Referring toFIGS.3to7, the respective ring gear sections310may be installed between the planetary gears131and231and the connection worm wheels122and222. Each ring gear section310includes the ring gear inner part311and a ring gear outer part315. The ring gear inner parts311are disposed outside the planetary gear sections130and230, and internal gear portions312may be formed on the inner circumferential surfaces of the ring gear inner parts311to be meshed with the planetary gear sections130and230. The internal gear portion312of the ring gear inner part311which is installed at one side (the left side inFIG.5) is meshed with the planetary gear section130to be rotated in the clockwise or counterclockwise direction (inFIG.5), and transmits power to the ring gear section310, specifically, the ring gear outer part315, which is disposed at the other side (the right side inFIG.5), through the transmission gear sections320. The ring gear outer part315is coupled to the outer surface of the ring gear inner part311, and an external gear portion316is formed on the outer circumferential surface of the ring gear outer part315to be meshed with the transmission gear section320. The ring gear outer part315may be integrally formed with the ring gear inner part311. As the internal gear portion312of the ring gear inner part311which is installed at the one side (the left side inFIG.5) is rotated while being meshed with the planetary gear section130, the ring gear outer part315which is integrally formed with the ring gear inner part311is also rotated in the same direction. Therefore, the rotational force of the ring gear outer part315at the one side is transmitted to the ring gear section310, specifically, the ring gear outer part315, which is disposed at the other side (the right side inFIG.5), through the transmission gear sections320. The transmission gear sections320are rotated by being meshed with the external gear portions316which are formed on the ring gear sections310, specifically, the ring gear outer parts315, and transmit the rotational power of the ring gear section310disposed at the one side to the ring gear section310disposed at the other side. The rotational power transmitted to the ring gear section310at the other side is transmitted to the carrier section250which is coupled to the planetary gears231, via the ring gear inner part311and the planetary gears231. As the planetary gears231rotate and revolve on the outer circumferential surface of the sun gear211, the carrier section250which is coupled to the planetary gears231is rotated, and thus, the piston section270is moved toward the brake pad20. In the case where pressing loads for pressing the brake pad20are non-uniformly applied to the pair of pressing units100and200, specifically, the pair of piston sections170and270, the load transmission unit300may transmit a pressing load of the piston section170at the one side to the piston section270at the other side such that the pair of piston sections170and270may be brought into contact with the brake pad20with uniform pressing loads. Of course, conversely, a pressing load of the piston section270at the other side may be transmitted to the piston section170at the one side. Referring toFIGS.4to7, in the present embodiment, the transmission gear sections320are formed in the shapes of spur gears, and are rotated by being meshed with the external gear portions316formed on the outer circumferential surfaces of the ring gear outer parts315. However, in addition to the shapes of spur gears, the shapes of the transmission gear sections320may be replaced with various shapes such as the shapes of bevel gears and the shapes of helical gears whose gear teeth are formed to be inclined at a predetermined angle with respect to the rotation axes of the transmission gear sections320. Moreover, while it is illustrated that the transmission gear sections320have the shapes of gears, it is to be noted that the disclosure is not limited thereto, and various modifications are possible like a configuration in which the transmission gear sections320are connected in the shapes of belts to the pair of ring gear sections310and transmit power of the pressing unit100at the one side to the pressing unit200at the other side. The number of the ring gear sections310of the load transmission unit300may be changed. Therefore, the number of the ring gear sections310is not limited to two as in the present embodiment, and may be variously changed to one or three or more depending on a distance between the pair of pressing units100and200. The operation principle of the parking brake apparatus1for a vehicle constructed as mentioned above will be described below. In the parking brake apparatus1for a vehicle in accordance with the embodiment of the present disclosure, the plurality of pressing units100and200press the brake pad20to move the brake pad20toward the disc, and a braking force is generated due to the contact friction between the brake pad20and the disc. In the embodiment of the present disclosure, two pressing units100and200are provided. However, it is to be noted that the present disclosure is not limited thereto, and various modifications such as three or more pressing units are possible. The pressing units100and200receive power from the driving unit50, and are linearly reciprocated relative to the brake pad20. In detail, when power is generated in the motor section60by receiving electric power from the outside, the power transmission section70which is connected with the motor section60is rotated by receiving power from the motor section60. The power transmission section70simultaneously transmits rotational power to the pair of pressing units100and200. By driving the motor section60, the transmission worm wheel72is rotated, and accordingly, as the respective transmission worm gears73are rotated, the connection gear sections120and220which are meshed with the transmission worm gears73are rotated. According to the rotation of the connection gear sections120and220, the sun gear sections110and210are also rotated in an interlocked manner, and the planetary gears131and231which are meshed with the sun gears111and211perform rotating motion and at the same time perform revolving motion around the sun gears111and211. As the planetary gears131and231perform the revolving motion, the carrier sections150and250which are coupled to the planetary gears131and231are rotated in the clockwise or counterclockwise direction. As the carrier sections150and250are rotated, the piston sections170and270which are coupled to the carrier sections150and250are moved toward the brake pad20and press the brake pad20by being brought into contact with the brake pad20. Due to various factors, the power provided from the driving unit50may be transmitted more to any one of the pair of pressing units100and200. As illustrated inFIG.6, when driving the parking brake apparatus1for a vehicle, in the case where power is transmitted more to the pressing unit100disposed at the one side (the left side inFIG.6) than the pressing unit200disposed at the other side (the right side inFIG.6), the piston section170at the one side may be brought into contact with the brake pad20earlier than the piston section270at the other side. If the piston section170at the one side is in a state in which it is already brought into contact with the brake pad20and the piston section270at the other side is in a state in which it is not yet brought into contact with the brake pad20, the planetary gear section130of the pressing unit100at the one side performs only rotating motion. That is to say, the planetary gear section130does not perform revolving motion. Since the power generated by the operation of the driving unit50is continuously transmitted to the sun gear111, the sun gear111is continuously rotated. At this time, since the piston section170is in the state in which it is already brought into contact with the brake pad20, the plurality of planetary gears131which are meshed with the sun gear111do not perform revolving operation but perform only rotating motion. Since the pressing unit100, specifically, the piston section170, which is disposed at the left side inFIG.6can no longer be moved toward the brake pad20, due to a reaction force to this, the planetary gears131perform only rotating motion, and the ring gear inner part311which is formed with the internal gear portion312to be meshed with the planetary gears131is rotated in the clockwise or counterclockwise direction. The reaction force, which is generated in the pressing unit100at the one side (the left side inFIG.6) through the ring gear outer part315which is integrally coupled with the ring gear inner part311, is transmitted to the pressing unit200at the other side (the right side inFIG.6) through the transmission gear sections320. In detail, the power provided to the pressing unit100at the one side is transmitted to the piston section270at the other side through the external gear portion316at the other side, the internal gear portion312of the ring gear inner part311, the planetary gear section230and the carrier section250coupled with the planetary gear section230. Accordingly, the power provided from the driving unit50is provided to the piston section270at the other side which is not yet brought into contact with the brake pad20, and the linear movement of the piston section170at the one side which is already brought into contact with the brake pad20is stopped until the piston section270at the other side is brought into contact with the brake pad20. Thereafter, when both the piston sections170and270at the one side and the other side are brought into contact with the brake pad20, the power of the driving unit50is provided to the respective piston sections170and270at the one side and the other side, and the piston sections170and270at the one side and the other side simultaneously press the brake pad20with uniform loads. Referring toFIGS.4to7, in the case where a pressing load is concentrated on the pressing unit100at the one side between the pair of pressing units100and200, the load transmission unit300in accordance with the embodiment of the present disclosure may transmit the pressing load to the pressing unit200at the other side such that the pair of pressing units100and200may press the brake pad20toward the disc with uniform pressing loads. Likewise, in the case where a pressing load is more concentrated on the pressing unit200at the other side between the pair of pressing units100and200, the load transmission unit300may transmit the pressing load to the pressing unit100at the one side such that the pair of pressing units100and200may press the brake pad20toward the disc with uniform pressing loads. Referring toFIG.3, the ring gear inner parts311may project more toward the sun gear sections110and210(the left side inFIG.3) than the ring gear outer parts315, and may be inserted into the connecting insertion parts123and223of the connection gear sections120and220. Due to this fact, it is possible to prevent the ring gear sections310from being released from the connection gear sections120and220or the sun gear sections110and220when receiving rotational power from the driving unit50. As the carrier sections150and250are spline-coupled to the piston sections170and270, the rotational power of the carrier sections150and250may be transmitted to the piston sections170and270, specifically, the piston connection parts173and273. The piston connection parts173and273are coupled to the piston shafts172and272which are coupled to the piston bodies171and271, and, by the rotational power received through the carrier sections150and250, cause the piston bodies171and271to be linearly moved toward the brake pad20. Referring toFIGS.8and9, the parking brake apparatus1for a vehicle in accordance with the embodiment of the present disclosure may further include a hall sensor unit510and a magnet unit520. In the present embodiment, the load transmission unit300may be made of a magnetic material. For example, the load transmission unit300may be made of a ferromagnetic material. The magnet unit520is disposed to be spaced apart from the load transmission unit300. In detail, the magnet unit520is disposed at a position where the load transmission unit300may be magnetized in a magnetic field. The hall sensor unit510is disposed between the load transmission unit300and the magnet unit520, and senses a change in magnetic field according to the rotation of the load transmission unit300. When the load transmission unit300is rotated, a magnetic field is changed. The hall sensor unit510determines whether the load transmission unit300normally operates, by measuring the number of revolutions, the rotation speed, etc. of the load transmission unit300based on a change in magnetic field. In the case where it is determined that the load transmission unit300operates abnormally, the hall sensor unit510alarms the outside through an alarm unit (not illustrated) so that a driver or the like may recognize the abnormal operating situation. Referring toFIG.8, at least any one of the pair of ring gear sections310is made of a magnetic material. The magnet unit520is disposed to face the ring gear section310which is made of the magnetic material, and the hall sensor unit510senses a change in magnetic field according to the rotation of the ring gear section310which is made of the magnetic material. The hall sensor unit510determines whether the ring gear section310normally operates, by measuring the number of revolutions, the rotation speed, etc. of the ring gear section310based on a change in magnetic field according to the rotation of the ring gear section310. In the case where it is determined that the ring gear section310, that is, the load transmission unit300, operates abnormally, the hall sensor unit510alarms the outside through the alarm unit so that the driver or the like may recognize the abnormal operating situation. Referring toFIG.9, at least any one of the pair of transmission gear sections320is made of a magnetic material. The magnet unit520is disposed to face the transmission gear section320which is made of the magnetic material, and the hall sensor unit510senses a change in magnetic field according to the rotation of the transmission gear section320which is made of the magnetic material. The hall sensor unit510determines whether the transmission gear section320normally operates, by measuring the number of revolutions, the rotation speed, etc. of the transmission gear section320based on a change in magnetic field according to the rotation of the transmission gear section320. In the case where it is determined that the transmission gear section320, that is, the load transmission unit300, operates abnormally, the hall sensor unit510alarms the outside through the alarm unit so that the driver or the like may recognize the abnormal operating situation. Referring toFIGS.10to13, the parking brake apparatus1for a vehicle in accordance with the embodiment of the present disclosure may further include a hall sensor unit510and a magnet unit520. In the present embodiment, the magnet unit520may be mounted to the load transmission unit300. The hall sensor unit510is disposed to face the load transmission unit300, and senses a change in magnetic field according to the rotation of the load transmission unit300. When the load transmission unit300is rotated, a magnetic field is changed. The hall sensor unit510determines whether the load transmission unit300normally operates, by measuring the number of revolutions, the rotation speed, etc. of the load transmission unit300based on a change in magnetic field. In the case where it is determined that the load transmission unit300operates abnormally, the hall sensor unit510alarms the outside through an alarm unit (not illustrated) so that a driver or the like may recognize the abnormal operating situation. Referring toFIG.10, the magnet unit520is mounted to at least any one of the pair of ring gear sections310. The hall sensor unit510senses a change in magnetic field according to the rotation of the ring gear section310to which the magnet unit520is mounted. The hall sensor unit510determines whether the ring gear section310normally operates, by measuring the number of revolutions, the rotation speed, etc. of the ring gear section310based on a change in magnetic field according to the rotation of the ring gear section310. In the case where it is determined that the ring gear section310, that is, the load transmission unit300, operates abnormally, the hall sensor unit510alarms the outside through the alarm unit so that the driver or the like may recognize the abnormal operating situation. Referring toFIG.11, a plurality of magnet units520are disposed at regular intervals along the circumference of at least any one of the pair of ring gear sections310. As the plurality of magnet units520are disposed in the ring gear section310, the accuracy of detecting a change in magnetic field in the hall sensor unit510may be improved. Referring toFIG.12, the magnet unit520is mounted to at least any one of the pair of transmission gear sections320. The hall sensor unit510senses a change in magnetic field according to the rotation of the transmission gear section320to which the magnet unit520is mounted. The hall sensor unit510determines whether the transmission gear section320normally operates, by measuring the number of revolutions, the rotation speed, etc. of the transmission gear section320based on a change in magnetic field according to the rotation of the transmission gear section320. In the case where it is determined that the transmission gear section320, that is, the load transmission unit300, operates abnormally, the hall sensor unit510alarms the outside through the alarm unit so that the driver or the like may recognize the abnormal operating situation. Referring toFIG.13, a plurality of magnet units520are disposed at regular intervals along the circumference of at least any one of the pair of transmission gear sections320. As the plurality of magnet units520are disposed in the transmission gear section320, the accuracy of detecting a change in magnetic field in the hall sensor unit510may be improved. Although the disclosure has been disclosed with reference to the embodiments illustrated in the drawings, the embodiments are only for illustrative purposes, and those skilled in the art will appreciate that various modifications and other equivalent embodiments are possible, without departing from the scope and spirit of the disclosure as defined in the accompanying claims. Thus, the true technical scope of the disclosure should be defined by the following claims. | 35,379 |
11858487 | DESCRIPTION OF EMBODIMENTS First Embodiment FIG.1illustrates the configuration of a brake control apparatus1according to a first embodiment. The brake control apparatus1includes a hydraulic brake and an electric brake especially preferably usable for an electric vehicle. The electric vehicle is, for example, a hybrid automobile including a motor generator besides an engine (an internal combustion engine) or an electric automobile including only a motor generator as a driving force source for driving wheels. The brake control apparatus1may also be applied to a vehicle using only an engine as the driving force source. Regarding each portion illustrated inFIG.1, “P” placed at the end of the reference numeral indicates that this portion corresponds to a primary system (a P system) of a master cylinder3. “S” placed at the end of the reference numeral indicates that this portion corresponds to a secondary system (an S system) of the master cylinder3. When the P system and the S system are not distinguished from each other, the indexes P and S will be omitted. Further, “a” placed at the end of the reference numeral indicates that this portion corresponds to a front left wheel FL. Further, “b” placed at the end of the reference numeral indicates that this portion corresponds to a front right wheel FR. Further, “c” placed at the end of the reference numeral indicates that this portion corresponds to a rear left wheel RL. Further, “d” placed at the end of the reference numeral indicates that this portion corresponds to a rear right wheel RR. When the individual wheels FL to RR are not distinguished from one another, the indexes “a”, “b”, “c”, and “d” will be omitted. The brake control apparatus1applies a braking torque to each of the wheels FL to RL by pressing brake pads provided on a vehicle body side in correspondence with each of the wheels FL to RL of the vehicle against a brake disk provided on a wheel side. On the front wheel FL and FR side, the brake pads are moved by generating a brake hydraulic pressure (a wheel cylinder hydraulic pressure) in a wheel cylinder (a braking force application portion)8with use of the hydraulic brake. On the rear wheel RL and RR side, the brake pads are moved by generating a motor thrust force with use of the electric brake. A drum brake may be used in place of the disk brake. A brake pedal2is a brake operation member that receives an input of a brake operation performed by a driver. The brake pedal2is a so-called suspended-type brake pedal, and the proximal end thereof is rotatably supported by a shaft201. A pad202, which serves as a target that the driver presses, is provided at a distal end of the brake pedal2. One end of a push rod2ais connected rotatably to the proximal side of the brake pedal2between the shaft201and the pad202via a shaft203. The master cylinder3generates a brake hydraulic pressure (a master cylinder hydraulic pressure) by being actuated by an operation performed on the brake pedal2by the driver (the brake operation). The brake control apparatus1does not include a negative-pressure booster that boosts or amplifies a brake operation force (a force pressing the brake pedal2) by utilizing an intake negative pressure generated by the engine of the vehicle. This omission contributes to realizing the miniaturization of the brake control apparatus1. The master cylinder3is connected to the brake pedal2via the push rod2a, and is also replenished with the brake fluid from a reservoir tank4. The reservoir tank4is a brake fluid source that stores the brake fluid therein, and is a low-pressure portion opened to the atmospheric pressure. A bottom portion side (a vertically lower side) inside the reservoir tank4is partitioned into a primary hydraulic chamber space41P, a secondary hydraulic chamber space41S, and a pump intake space42by a plurality of partition members each having a predetermined height. The master cylinder3is a tandem-type master cylinder, and includes a primary piston32P and a secondary piston32S in series as master cylinder pistons axially movable according to the brake operation. The primary piston32P is connected to the push rod2a. The secondary piston32S is configured as a free piston. A stroke sensor90is provided on the brake pedal2. The stroke sensor90detects the amount of a displacement of the brake pedal2(a pedal stroke S). The stroke sensor90may be provided on the push rod2aor the primary piston32P to detect the stroke S. The pedal stroke S corresponds to a value acquired by multiplying the amount of an axial displacement of the push rod2aor the primary piston32P (a stroke amount) by a pedal ratio K of the brake pedal. The pedal ratio K is the ratio of the pedal stroke S to the stroke amount of the primary piston32P, and is set to a predetermined value. The pedal ratio K can be calculated based on, for example, the ratio of the distance from the shaft201to the pad202to the distance from the shaft201to the shaft203. A stroke simulator5is actuated in reaction to the brake operation performed by the driver. The stroke simulator5generates the pedal stroke S with the aid of an inflow of the brake fluid transmitted out from inside the master cylinder3according to the brake operation performed by the driver into the stroke simulator5. A piston52of the stroke simulator5is actuated axially in a cylinder50due to the brake fluid supplied from the master cylinder3. By this operation, the stroke simulator5generates an operation reaction force according to the brake operation performed by the driver. A hydraulic pressure control unit6can apply the braking torque to each of the front wheels FL and FR independently of the brake operation performed by the driver. An electronic control unit (this is a control unit and hereinafter will be referred to as an ECU)100controls the actuation of the hydraulic pressure control unit6. The hydraulic pressure control unit6receives supply of the brake fluid from the reservoir tank4or the master cylinder3. The hydraulic pressure control unit6is provided between the wheel cylinders8and the master cylinder3, and can supply the master cylinder hydraulic pressure or a control hydraulic pressure to each of the wheel cylinders8individually. An electric brake unit9can apply the braking torque to each of the rear wheels RL and RR independently of the brake operation performed by the driver. An ECU200controls the actuation of the electric brake unit9. The ECU100and the ECU200communicate with each other via a communication line110. The hydraulic pressure control unit6includes a motor7aof a pump7and a plurality of control valves (communication valves26and the like) as actuators for generating the control hydraulic pressure. The pump7sucks the brake fluid therein from the reservoir tank4, and discharges the brake fluid toward the wheel cylinders8. The pump7include five plunger pumps. The motor7ais, for example, a brushed motor. The communication valves26and the like perform opening/closing operations according to control signals to thus switch communication states of first fluid passages11and the like, thereby controlling the flow of the brake fluid. The hydraulic pressure control unit6increases the pressures in the wheel cylinders8with use of a brake hydraulic pressure generated by the pump7with the master cylinder3and the wheel cylinders8out of communication with each other. Further, the hydraulic pressure control unit6includes pressure sensors91and92, which detect the master cylinder hydraulic pressure and the discharge pressure of the pump7, respectively. Information regarding a running state transmitted from the vehicle side (a wheel speed and the like) is input to the ECU100in addition to detection values transmitted from the stroke sensor90and the pressure sensors91and92. The ECU100performs information processing according to a built-in program based on the input various kinds of information, thereby calculating a target wheel cylinder hydraulic pressure of each of the wheel cylinders8aand8band a target motor thrust force of the electric brake unit9. The ECU100outputs an instruction signal to each of the actuators in the hydraulic pressure control unit6in such a manner that the wheel cylinder hydraulic pressures in the wheel cylinders8aand8beach match the target wheel cylinder hydraulic pressure. Further, the ECU100outputs a request to cause the motor thrust force of the electric brake unit9to match the target motor thrust force to the ECU200. The ECU200controls an electric motor in such a manner that the motor thrust force of the electric brake unit9matches the target motor thrust force. As a result, the brake control apparatus1can realize various kinds of brake control (boosting control, anti-lock control, brake control for vehicle motion control, autonomous brake control, regenerative cooperative brake control, and the like). The boosting control assists the brake operation by generating a brake hydraulic pressure by which the brake pressing force input by the driver is insufficient. The anti-lock control prevents a braking slip (a lock tendency) of each of the wheels FL to RR. The vehicle motion control is vehicle behavior stabilization control for preventing a sideslip and the like. The autonomous brake control is preceding vehicle following control, autonomous emergency braking, and the like. The regenerative cooperative brake control controls the wheel cylinder hydraulic pressure and the motor thrust force so as to achieve a target deceleration in cooperation with the regenerative brake. The primary hydraulic chamber31P is defined between the two pistons32P and32S of the master cylinder3. A compression coil spring33P is set in the primary hydraulic chamber31P. The secondary hydraulic chamber31S is defined between the secondary piston32S and the bottom portion of the cylinder30. A compression coil spring33S is set in the secondary hydraulic chamber31S. The first fluid passage11is opened to each of the hydraulic chambers31P and31S. Each of the hydraulic chambers31P and31S is provided so as to be connectable to the hydraulic pressure control unit6and be also communicable with the wheel cylinders8via the first fluid passage11. The driver's operation of pressing the brake pedal2causes the strokes of the pistons32, thereby generating the master cylinder hydraulic pressures according to reductions in the volumes of the hydraulic chambers31. Approximately equal master cylinder hydraulic pressures are generated in the two hydraulic chambers31P and31S. As a result, the brake fluid is supplied from the hydraulic chambers31toward the wheel cylinders8via the first fluid passages11. The master cylinder3can increase the pressure in the wheel cylinder8aof the P system via a fluid passage (a first fluid passage11P) of the P system with use of the master cylinder hydraulic pressure generated in the primary hydraulic chamber31P. Further, the master cylinder3can increase the pressure in the wheel cylinder8bof the S system via a fluid passage of the S system (a first fluid passage11S) with use of the master cylinder hydraulic pressure generated in the secondary hydraulic chamber31S. The stroke simulator5includes the cylinder50, the piston52, and a spring53. The cylinder50has a cylindrical inner peripheral surface. The cylinder50includes a piston containing portion501and a spring containing portion502. The piston containing portion501is smaller in diameter than the spring containing portion502. A fluid passage13(13A), which will be described below, is constantly opened on the inner peripheral surface of the spring containing portion502. The piston52is movable in the piston containing portion501in the axial direction of the piston containing portion501. The piston52divides the inside of the cylinder50into a positive pressure chamber511and a back-pressure chamber512. A second fluid passage12is constantly opened to the positive pressure chamber511. The third fluid passage13A is constantly opened to the back-pressure chamber512. A piston seal54is set on the outer periphery of the piston52so as to extend in the direction around the central axis of the piston52(the circumferential direction). The piston seal54is in sliding contact with the inner peripheral surface of the piston containing portion501, and seals between the inner peripheral surface of the piston containing portion501and the outer peripheral surface of the piston52. The piston seal54is a separation seal member that seals between the positive pressure chamber511and the back-pressure chamber512to thereby liquid-tightly separate them, and complements the function of the piston52. The spring53is a compression coil spring set in the back-pressure chamber512, and biases the piston52from the back-pressure chamber512side toward the positive pressure chamber511side. The spring53generates a reaction force according to a compression amount. The spring53includes a first spring531and a second spring532. The first spring531is smaller in diameter and shorter in length than the second spring532, and has a short wire diameter. The spring constant of the first spring531is smaller than the spring constant of the second spring532. The first spring531and the second spring532are disposed in series between the piston52and the spring containing portion502via a retainer member530. The first fluid passages11connect the hydraulic chambers31of the master cylinder3and the wheel cylinders8to each other therebetween. Shut-off valves (a shut-off valve portion)21are normally-opened (opened when no power is supplied) electromagnetic proportional valves provided in the first fluid passages11. Electromagnetic proportional valves can be opened at a degree adjustable according to an electric current supplied to the solenoid. Each of the first fluid passages11is divided into a first fluid passage11A on the master cylinder3side and a first fluid passage11B on the wheel cylinder8side by the shut-off valve21. Solenoid IN valves (SOL/V INs)25are normally-opened electromagnetic proportional valves respectively provided in correspondence with the wheels FL and FR (first fluid passages11aand11b) on the wheel cylinder8side (the first fluid passages11B) with respect to the shut-off valves21in the first fluid passages11. Bypass fluid passages110are provided in the first fluid passages11. The bypass fluid passages110bypass the SOL/V INs25. A left-side check valve250is provided in each of the bypass fluid passages110. The left-side check valve250permits only a flow of the brake fluid from the wheel cylinder8side toward the master cylinder3side. An intake fluid passage15connects the pump intake space42in the reservoir tank4and an intake portion70of the pump7to each other therebetween. An internal reservoir29is provided on the way of the intake fluid passage15inside the hydraulic pressure control unit6. The internal reservoir29is a fluid pool capable of storing the brake fluid therein and having a predetermined volume. A discharge fluid passage16connects a discharge portion71of the pump7and portions in the first fluid passages11B between the shut-off valves21and the SOL/V INs25. A check valve160is provided in the discharge fluid passage16, and permits only a flow from one side where the discharge portion71of the pump7is located to another side where the first fluid passages11are located. The check valve160is a discharge valve provided to the pump7. The discharge fluid passage16branches into a discharge fluid passage16P of the P system and a discharge fluid passage16S of the S system on the downstream side of the check valve160. The individual discharge fluid passages16P and16S are connected to the first fluid passage11P of the P system and the first fluid passage11S of the S system, respectively. The discharge fluid passages16P and16S function as a communication passage connecting the first fluid passages11P and11S to each other. Communication valves26are normally-closed (closed when no power is supplied) ON/OFF valves provided in the discharge fluid passages16. The opening/closing of ON/OFF valves is controlled to be switched in a binary manner. The pump7is a hydraulic pressure source capable of generating the wheel cylinder hydraulic pressures by generating the hydraulic pressures in the first fluid passages11with use of the brake fluid supplied from the reservoir tank4. The pump7is connected to the wheel cylinders8aand8bvia the discharge fluid passages16P and16S and the first fluid passages11P and11S, and can increase the pressures in the wheel cylinders8by discharging the brake fluid to the discharge fluid passages16P and16S. A first pressure reduction fluid passage17connects a portion in the discharge fluid passage16between the check valves160and the communication valves26, and the intake fluid passage15to each other. A pressure adjustment valve27is provided in the first pressure reduction fluid passage17. The pressure adjustment valve27is a normally-closed electromagnetic proportional valve. Second pressure reduction fluid passages18connect the wheel cylinder8side of the first fluid passages11B with respect to the SOL/INs25, and the intake fluid passage15to each other. Solenoid OUT valves (SOL/V OUTs)28are normally-closed ON/OFF valves provided in the second pressure reduction fluid passages18. In the first embodiment, the first pressure reduction fluid passage17on the intake fluid passage15side with respect to the pressure adjustment valve27, and the second pressure reduction fluid passages18on the intake fluid passage15side with respect to the SOL/V OUTs28share a part thereof with each other. The second fluid passage12branches off from the first fluid passage11A of the P system to be connected to the positive pressure chamber511of the stroke simulator5. The hydraulic pressure control unit6may be configured in such a manner that the second fluid passage12directly connects the primary hydraulic chamber31P and the positive pressure chamber511to each other without the intervention of the first fluid passage11B. The third fluid passage13connects the back-pressure chamber512of the stroke simulator5and the fluid passages11to each other therebetween. More specifically, the third fluid passage13branches off from a portion in the first fluid passage11P (11B) between the shut-off valve21P and the SOL/V IN25, and is connected to the back-pressure chamber512. A stroke simulator IN valve (SS/V IN)23is a normally-closed ON/OFF valve provided in the third fluid passage13. The third fluid passage13is divided into a third fluid passage13A on the back-pressure chamber512side and a third fluid passage13B on the first fluid passage11side by the SS/V IN23. A bypass fluid passage130is provided in parallel with the third fluid passage13while bypassing the SS/V IN23. The bypass fluid passage130connects the third fluid passage13A and the third fluid passage13B to each other therebetween. A check valve230is provided in the bypass fluid passage130. The check valve230permits a flow of the brake fluid heading from the back-pressure chamber512side (the third fluid passage13A) toward the first fluid passage11side (the third fluid passage13B), and prohibits a flow of the brake fluid in the opposite direction therefrom. A fourth fluid passage14connects the back-pressure chamber512of the stroke simulator5and the reservoir tank4to each other. The fourth fluid passage14connects a portion in the third fluid passage13between the back-pressure chamber512and the SS/V IN23(the third fluid passage13A), and the intake fluid passage15(or the first pressure reduction fluid passage17on the intake fluid passage15side with respect to the pressure adjustment valve27, and the second pressure reduction fluid passages18on the intake fluid passage15side with respect to the SOL/V OUTs28). The fourth fluid passage14may be directly connected to the back-pressure chamber512or the reservoir tank4. A stroke simulator OUT valve (SS/V OUT)24is a normally-closed ON/OFF valve provided in the fourth fluid passage14. A bypass fluid passage140is provided in parallel with the fourth fluid passage14while bypassing the SS/V OUT24. A check valve240is provided in the bypass fluid passage140. The check valve240permits a flow of the brake fluid heading from the reservoir tank4(the intake fluid passage15) side toward the third fluid passage13A side, i.e., toward the back-pressure chamber512side, and prohibits a flow of the brake fluid in the opposite direction therefrom. The master cylinder pressure sensor (a first pressure sensor)91is provided between the shut-off valve21P and the master cylinder3(the first fluid passage11A) in the first fluid passage11P. The master cylinder pressure sensor91detects a hydraulic pressure at this portion (the master cylinder hydraulic pressure and the hydraulic pressure in the positive pressure chamber511of the stroke simulator5). The discharge pressure sensor (a second pressure sensor)92is provided between the discharge portion71of the pump7(the check valve160) and the communication valves26in the discharge fluid passage16. The discharge pressure sensor92detects a hydraulic pressure at this portion (a pump discharge pressure). A first system is formed by a brake system (the first fluid passages11) that connects the hydraulic chambers31of the master cylinder3and the wheel cylinders8to each other therebetween with the shut-off valves21opened. This first system can realize pressing force braking (non-boosting control) by generating the wheel cylinder hydraulic pressures from the master cylinder hydraulic pressures generated with use of the pressing force. On the other hand, a second system is formed by a brake system (the intake fluid passage15, the discharge fluid passage16, and the like) that includes the pump7and connects the reservoir tank4and the wheel cylinders8to each other therebetween with the shut-off valves21closed. This second system constructs a so-called brake-by-wire device, which generates the wheel cylinder hydraulic pressures from the hydraulic pressure generated with use of the pump7, and can realize the boosting control and the like as brake-by-wire control. At the time of the brake-by-wire control (hereinafter simply referred to as by-wire control), the stroke simulator5generates the operation reaction force according to the brake operation performed by the driver. The ECU100includes a by-wire control portion101, a pressing force braking portion102, and a fail-safe portion103. The by-wire control portion101closes the shut-off valves21and actuates the pump7according to a state of the brake operation performed by the driver, thereby increasing the pressures in the wheel cylinders8. The by-wire control portion101includes a brake operation state detection portion104, a target value calculation portion105, and a wheel cylinder hydraulic pressure control portion106. The brake operation state detection portion104detects the pedal stroke S as the brake operation amount input by the driver upon receiving the input of the detection value of the stroke sensor90. Further, the brake operation state detection portion104detects whether the driver is performing the brake operation (whether the brake pedal2is being operated) based on the pedal stroke S. Alternatively, the brake operation amount may be acquired by providing a pressing force sensor that detects the pressing force and detecting or estimating the brake operation amount based on a detection value thereof. Alternatively, the brake operation amount may be detected or estimated based on the detection value of the master cylinder pressure sensor91. In other words, the brake operation amount used for the control is not limited to the pedal stroke S, and another appropriate value may be used therefor. The target value calculation portion105calculates the target wheel cylinder hydraulic pressure and the target motor thrust force. For example, at the time of the boosting control, the target value calculation portion105calculates a braking torque on each of the wheels FL to RR that realizes an ideal relationship between the pedal stroke S and the vehicle deceleration requested by the driver according to a predetermined boosting ratio based on the detected pedal stroke S, and calculates the target wheel cylinder hydraulic pressure for each of the front wheels FL and FR and the target motor thrust force for each of the rear wheels RL and RR for realizing this braking torque. The target motor thrust force is output to the ECU200. The wheel cylinder hydraulic pressure control portion106actuates the shut-off valves21in the valve-closing directions, thereby bringing the hydraulic pressure control unit6into a state capable of generating the wheel cylinder hydraulic pressures with use of the pump7(the second system) (pressure increase control). The wheel cylinder hydraulic pressure control portion106controls each of the actuators in the hydraulic pressure control unit6in this state, thereby performing hydraulic pressure control (for example, the boosting control) that realizes the target wheel cylinder hydraulic pressure. More specifically, the wheel cylinder hydraulic pressure control portion106actuates the shut-off valves21in the valve-closing directions, the communication valves26in the valve-opening directions, and the pressure adjustment valve27in the valve-closing direction, and also actuates the pump7. Controlling each of the actuators in this manner allows desired brake fluid to be transmitted from the reservoir tank4side to the wheel cylinders8via the intake fluid passage15, the pump7, the discharge fluid passage16, and the first fluid passages11. The brake fluid discharged from the pump7flows into the first fluid passages11B via the discharge fluid passage16. The pressure in each of the wheel cylinders8is increased due to an inflow of this brake fluid into each of the wheel cylinders8. In other words, the pressure in each of the wheel cylinders8is increased with use of the hydraulic pressure generated in the first fluid passage11B by the pump7. At this time, the desired braking force can be acquired by performing feedback control on the number of times that the pump7rotates and the valve-opening state (the opening degree or the like) of the pressure adjustment valve27so that the wheel cylinder hydraulic pressures estimated based on the detection value of the discharge pressure sensor92are adjusted closer to the target wheel cylinder hydraulic pressure. In other words, the wheel cylinder hydraulic pressures can be adjusted by controlling the valve-opening state of the pressure adjustment valve27and discharging the brake fluid from the discharge fluid passage16or the first fluid passages11to the intake fluid passage15via the pressure adjustment valve27as appropriate. Actuating the shut-off valves21in the valve-closing directions to block the communication between the master cylinder3side and the wheel cylinder8side facilitates the control of the wheel cylinder hydraulic pressures independent of the brake operation performed by the driver. The wheel cylinder hydraulic pressures are maintained by actuating the communication valves26in the valve-closing directions after allowing the wheel cylinder hydraulic pressures to achieve the target wheel cylinder hydraulic pressure. After that, the pump7(the motor7a) is stopped and the pressure adjustment valve27is actuated in the valve-opening direction. This can save electric power consumption when the wheel cylinder hydraulic pressures do not have to be increased/reduced. On the other hand, the wheel cylinder hydraulic pressure control portion106actuates the SS/V OUT24in the valve-opening direction. As a result, the communication is established between the back-pressure chamber512of the stroke simulator5and the intake fluid passage15(the reservoir tank4) side. Therefore, when the brake fluid is discharged from the master cylinder3according to the operation of pressing the brake pedal2and this brake fluid flows into the positive pressure chamber511of the stroke simulator5, the piston52is actuated. As a result, the pedal stroke S is generated. The brake fluid flows out from the back-pressure chamber512by a fluid amount equivalent to the fluid amount flowing into the positive pressure chamber511. This brake fluid is discharged toward the intake fluid passage15(the reservoir tank4) side via the third fluid passage13A and the fourth fluid passage14. The fourth fluid passage14only has to be connected to a low-pressure portion into which the brake fluid can flow, and does not necessarily have to be connected to the reservoir tank4. Further, the operation reaction force applied to the brake pedal2(the pedal reaction force) is generated due to the force with which the spring53of the stroke simulator5, the hydraulic pressure in the back-pressure chamber512, and the like press the piston52. In other words, the stroke simulator5generates the characteristic of the brake pedal2(an F-S characteristic, which is the relationship of the pedal stroke S to the pressing force F) at the time of the by-wire control. The pressing force braking portion102opens the shut-off valves21, thereby increasing the pressures in the wheel cylinders8with use of the master cylinder3. The pressing force braking portion102actuates the shut-off valves21in the valve-opening directions, thereby bringing the hydraulic pressure control unit6into a state capable of generating the wheel cylinder hydraulic pressures from the master cylinder hydraulic pressures (the first system), thus realizing the pressing force braking. At this time, the pressing force braking portion102actuates the SS/V OUT24in the valve-closing direction, thereby making the stroke simulator5inactive in reaction to the brake operation performed by the driver. As a result, the brake fluid is efficiently supplied from the master cylinder3toward the wheel cylinders8. Therefore, the wheel cylinder hydraulic pressures that the driver generates with the pressing force can be prevented from reducing. More specifically, the pressing force braking portion102brings the hydraulic pressure control unit6into a deactuated state. The SS/V IN23may be controlled in the valve-opening direction. The fail-safe portion103detects occurrence of an abnormality (a failure or a malfunction) in the brake control apparatus1. For example, the fail-safe portion103detects a failure in the actuator (the pump7, the motor7a, the pressure adjustment valve27, or the like) in the hydraulic pressure control unit6based on a signal from the brake operation state detection portion104and the signal from each of the sensors. Alternatively, the fail-safe portion103detects an abnormality in an in-vehicle power source (a battery) that supplies electric power to the brake control apparatus1, or the ECU100. When detecting the occurrence of an abnormality during the by-wire control, the fail-safe portion103switches the control according to the state of the abnormality. For example, when the hydraulic pressure control based on the by-wire control is determined to be unable to continue, the fail-safe portion103actuates the pressing force braking portion102, thereby switching the control from the by-wire control to the pressing force control. More specifically, the fail-safe portion103brings all of the actuators in the hydraulic pressure control unit6into the deactuated states, thereby causing the brake control apparatus1to transition to the pressing force braking. The shut-off valves21are the constantly-opened valves. This allows the shut-off valves21to be kept opened, thereby being able to automatically realize the pressing force braking, when a failure has occurred in the electric power source. The SS/V OUT24is the normally-closed valve. Therefore, when a failure has occurred in the electric power source, the SS/V OUT24is closed, thereby allowing the stroke simulator5to be automatically deactuated. The communication valves26are the normally-closed valves. This allows the two brake hydraulic systems to operate independently of each other, thereby allowing each of the systems to increase the pressure in the wheel cylinder8according to the pressing force separately from each other, when a failure has occurred in the electric power source. Now, the brake control apparatus1according to the first embodiment includes only the discharge pressure sensor92as a pressure sensor that detects the hydraulic pressure in portions of the first fluid passages11that are located downstream of the shut-off valves21(the wheel cylinder8side), i.e., in the route in which the pressure is increased using the pump7. This makes it impossible to employ the method that compares the output values with another pressure sensor provided in the same route (the route in which the pressure is increased using the pump7) to detect an abnormality in the discharge pressure sensor92. Under these circumstances, the fail-safe portion103performs abnormality diagnosis processing performed in the following manner with the aim of improving the detectability for an abnormality in the pressure sensor. FIG.2is a flowchart illustrating a flow of the abnormality diagnosis processing by the fail-safe portion103. This processing is performed, for example, immediately after the ignition switch is turned on. In step S1, the fail-safe portion103determines whether the driver is performing the brake operation based on a result of the detection of the brake operation state by the brake operation state detection portion104. If the determination in step S1is YES, the processing proceeds to step S2. If the determination in step S1is NO, the processing proceeds to step S3. In step S2, the fail-safe portion103cancels the abnormality diagnosis processing. In step S3, the fail-safe portion103determines whether a request to increase the pressure using the pump is currently issued. If the determination in step S3is YES, the processing proceeds to step S5. If the determination in step S3is NO, the processing proceeds to step S4. In step S4, the fail-safe portion103requests the wheel cylinder hydraulic pressure control portion106to operate the valves and increase the pressure using the pump. More specifically, the fail-safe portion103outputs a request to actuate the shut-off valve21S of the S system in the valve-closing direction, actuate the communication valve26P of the P system in the valve-opening direction, actuate the SOL/V IN25aof the P system in the valve-closing direction, actuate the pressure adjustment valve27in the valve-closing direction, and drive the motor7awith a predetermined number of rotations from the state in which all of the actuators are deactuated (the state inFIG.1) in the hydraulic pressure control unit6. In step S5, the fail-safe portion103determines whether a predetermined time has elapsed since when the request to operate the valves and increase the pressure using the pump has been issued. If the determination in step S5is YES, the processing proceeds to step S6. If the determination in step S5is NO, the processing proceeds to RETURN. In step S6, the fail-safe portion103calculates R=Pmc/Ppump, which is a ratio of a detection value Pmc of the master cylinder pressure sensor91to a detection value Ppump of the discharge pressure sensor92(a comparison value). In step S7, the fail-safe portion103determines whether the latest ratio R deviates from 100%. If the determination in step S7is YES, the processing proceeds to step S13. If the determination in step S7is NO, the processing proceeds to step S8. In this step, the fail-safe portion103determines that the ratio R deviates from 100% if the ratio R falls outside a predetermined normal range (for example, 95 to 100%). In step S8, the fail-safe portion103determines whether an amount of the pressure increase using the pump is already switched, i.e., the discharge flow amount of the pump7is increased by a predetermined amount. If the determination in step S8is YES, the processing proceeds to step S10. If the determination in step S8is NO, the processing proceeds to step S9. In step S9, the fail-safe portion103requests the wheel cylinder hydraulic pressure control portion106to increase the pressure using the pump, i.e., increase the number of rotations of the motor7aby a predetermined number of rotations. In step S10, the fail-safe portion103determines whether a ratio Rn+1 (n is a natural number) after the pressure is increased using the pump deviates from the ratio Rn before the pressure is increased using the pump. If the determination in step S10is YES, the processing proceeds to step S13. If the determination in step S10is NO, the processing proceeds to step S11. In this step, the fail-safe portion103determines that Rn+1 deviates from Rn if Rn+1 and Rn are different from each other by, for example, 5% or more. In step S11, the fail-safe portion103determines whether the amount of the pressure increase using the pump has been switched n times (for example, twice). If the determination in step S11is YES, the processing proceeds to step S12. If the determination in step S11is NO, the processing proceeds to step S9. In step S12, the fail-safe portion103diagnoses that the pressure sensors are normal, and ends the abnormality diagnosis processing. In step S13, the fail-safe portion103diagnoses that an abnormality has occurred in the pressure sensor and lights up a warning lamp provided on an instrument panel, and ends the abnormality diagnosis processing. If diagnosing that an abnormality has occurred in the pressure sensor, the fail-safe portion103switches the brake control from the by-wire control to the pressing force braking. Next, functions and advantageous effects of the first embodiment will be described. The fail-safe portion103confirms the operation state of the brake pedal2, and starts the abnormality diagnosis processing when the brake pedal2is not operated. The fail-safe portion103actuates the pump7with only the shut-off valve21P and the communication valve26P of the P system opened and the other valves closed as illustrated inFIG.3. Opening the shut-off valve21P and the communication valve26P brings the first fluid passage11A, the first fluid passage11B, and the discharge fluid passage16into a state in communication with one another. When the pump7is actuated from this state, the brake fluid sucked from the reservoir tank4into the pump7is discharged into the discharge fluid passage16, and is returned to the reservoir tank4via the first fluid passage11B, the first fluid passage11A, and the primary hydraulic chamber31P of the master cylinder3. At this time, the primary hydraulic chamber31P has high flow passage resistance compared to the fluid passages such as the first fluid passage11A, and therefore the hydraulic pressure in the route indicated by a broken line inFIG.3exceeds the pressure of the brake fluid reserved in the reservoir (the atmospheric pressure). The fail-safe portion103calculates the ratio R of the detection value Pmc of the master cylinder pressure sensor91to the detection value Ppump of the discharge pressure sensor92after the above-described pump operation and the pressure increase using the pump. When the ratio R deviates from 100%, the fail-safe portion103diagnoses that an abnormality has occurred in the pressure sensor, and warns the driver by lightening up the warning lamp. When the ratio R does not deviate from 100%, the fail-safe portion103increases the hydraulic pressures in the first fluid passages11A and11B by increasing the discharge fluid amount of the pump7, and calculates the ratio Rn+1 again and diagnoses an abnormality in the pressure sensor. This pressure increase using the pump and the abnormality diagnosis are conducted twice. Further, even when the ratio Rn+1 does not deviate from 100%, the fail-safe portion103diagnoses that an abnormality has occurred in the pressure sensor and warns the driver by lightening up the warning lamp if the ratio Rn+1 deviates from the ratio Rn before the pressure increase using the pump. If not diagnosing that an abnormality has occurred in the pressure sensor even after increasing the pressure using the pump for the second time, the fail-safe portion103diagnoses that the pressure sensors are normal and ends the abnormality diagnosis processing. FIG.4is a timing chart of Ppump, Pmc, and R in the abnormality diagnosis processing when the master cylinder pressure sensor91and the discharge pressure sensor92are normal. In the abnormality diagnosis processing, the brake fluid in the reservoir tank4that is sucked by the pump7is returned into the reservoir tank4via the discharge fluid passage16P, the first fluid passage11B, the first fluid passage11A, and the primary hydraulic chamber31P after being discharged into the discharge fluid passage16. At this time, a pressure loss occurs due to the restrictor (the communication valve26P and the shut-off valve21P), and therefore the detection value Pmc of the master cylinder pressure sensor91exhibits a smaller value than the detection value Ppump of the discharge pressure sensor92but the two detection values Pmc and Ppump are always kept in a constant proportional relationship regardless of the discharge fluid amount of the pump7when both the pressure sensors91and92are normal. Therefore, when three ratios R1, R2, and R3acquired while the amount of the pressure increase using the pump is switched always fall within a constant and normal range, it can be determined that both the pressure sensors91and92are normal. FIG.5is a timing chart of Ppump, Pmc, and R in the abnormality diagnosis processing when a gain abnormality has occurred in the master cylinder pressure sensor91. When the gain abnormality has occurred in the master cylinder pressure sensor91, the amount of the difference of the detection value Pmc from the normal value increases proportionally to the hydraulic pressure in the first fluid passage11A. Therefore, when the three ratios R1, R2, and R3acquired while the amount of the pressure increase using the pump is switched always fall outside the constant and normal range, it can be determined that one of the two pressure sensors91and92is abnormal. FIG.6is a timing chart of Ppump, Pmc, and R in the abnormality diagnosis processing when an offset abnormality has occurred in the master cylinder pressure sensor91. When the offset abnormality has occurred in the master cylinder pressure sensor91, the amount of the difference of the detection value Pmc from the normal value is always constant regardless of the hydraulic pressure in the first fluid passage11A. Therefore, the ratio R changes between before and after the amount of the pressure increase using the pump is switched. Therefore, when there is a change in the three ratios R1, R2, and R3acquired while the amount of the pressure increase using the pump is switched, it can be determined that one of the two pressure sensors91and92is abnormal. FIG.7is a timing chart of Ppump, Pmc, and R in the abnormality diagnosis processing when a sticking abnormality has occurred in the master cylinder pressure sensor91. When the sticking abnormality has occurred in the master cylinder pressure sensor91, the amount of the difference of the detection value Pmc from the normal value changes according to the hydraulic pressure in the first fluid passage11A. Therefore, when there is a change in the three ratios R1, R2, and R3acquired while the amount of the pressure increase using the pump is switched, it can be determined that one of the two pressure sensors91and92is abnormal. In this manner, in the abnormality diagnosis processing, the ECU100determines an abnormality in the master cylinder pressure sensor91or the discharge pressure sensor92based on the detection value Pmc of the master cylinder pressure sensor91and the detection value Ppump of the discharge pressure sensor92after actuating the shut-off valve21P in the valve-opening direction and actuating the pump7. In other words, the ECU100causes the master cylinder pressure sensor91and the discharge pressure sensor92in the first fluid passage11A and the discharge fluid passage16, respectively, which are isolated from each other by the shut-off valve21P during the normal braking (the by-wire control), to be placed in the same route in which the pressure is increased using the pump7, and then increases the pressure in this route using the pump and compares the detection values Pmc and Ppump of the two pressure sensors91and92. The detectability for an abnormality in the pressure sensor91or92can be improved by comparing the detection values Pmc and Ppump of the pressure sensors91and92placed in the same route. The ECU100determines an abnormality in the master cylinder hydraulic pressure sensor91or the discharge pressure sensor92based on the ratio R of the detection value Pmc of the master cylinder pressure sensor91to the detection value Ppump of the discharge pressure sensor92. As a result, the ECU100can accurately determine whether an abnormality has occurred in one of the two pressure sensors91and92provided in the route through which the brake fluid circulates. Further, because the brake fluid is not confined in the route in which the pressure is increased using the pump7, the pressure in the route can be prevented from excessively increasing. The ECU100acquires the ratio R while changing the discharge flow amount of the pump7three times, and determines an abnormality in the master cylinder pressure sensor91or the discharge pressure sensor92based on each of the ratios R1, R2, and R3. Because each of the ratios R1, R2, and R3always falls within the constant and normal range when both the pressure sensors91and92are normal, the ECU100can determine that one of the two pressure sensors91and92is abnormal when any of the three ratios R1, R2, and R3falls outside the normal range or when the ratio R2or R3changes from the ratio R1. When any of the three ratios R1, R2, and R3falls outside the generally constant and normal range, the ECU100determines that an abnormality has occurred in the master cylinder pressure sensor91or the discharge pressure sensor92. This can contribute to improving the detectability for an abnormality when the gain abnormality has occurred in one of the two pressure sensors91and92. When the individual ratios R1, R2, and R3are different from one another, the ECU100determines that an abnormality has occurred in the master cylinder pressure sensor91or the discharge pressure sensor92. This can contribute to improving the detectability for an abnormality when the offset abnormality or the sticking abnormality has occurred in one of the two pressure sensors91and92. When determining that an abnormality has occurred in the master cylinder pressure sensor91or the discharge pressure sensor92, the ECU100warns the driver. As a result, the driver can be notified that an abnormality has occurred in one of the two pressure sensors91and92and can also be prompted to take the vehicle to a car dealer or a service shop. The hydraulic pressure in the portion of the first fluid passages11that connects the shut-off valve21P and the wheel cylinders8to each other (the first fluid passage11B) can be detected only by the discharge pressure sensor92. Therefore, because the present configuration includes no pressure sensor in the same route as the discharge pressure sensor92during the normal braking, the abnormality diagnosis processing according to the first embodiment can be preferably applied thereto and can improve the detectability for an abnormality in the discharge pressure sensor92. Second Embodiment A second embodiment has a basic configuration similar to the first embodiment, and therefore will be described focusing only on differences therefrom. FIG.8illustrates the configuration of a brake control apparatus1A according to the second embodiment. The brake control apparatus1A according to the second embodiment includes only a hydraulic brake. The hydraulic pressure control unit6can provide the braking torque to each of the front wheels FL and FR and the rear wheels RL and RR. The first fluid passage11P branches into the first fluid passages11aand11d, and the first fluid passage11S branches into first fluid passages11band11c. The cylinder30of the master cylinder3and the cylinder50of the stroke simulator5are formed in the same block. The master cylinder pressure sensor91is provided in the first fluid passage11A (11S) of the S system. Wheel cylinder pressure sensors (a P-system pressure sensor and an S-system pressure sensor)93are provided between the shut-off valves21and the SOL/V INs25in the first fluid passages11. The wheel cylinder pressure sensors93detect the hydraulic pressures at these portions (the wheel cylinder hydraulic pressures). The P-system pressure sensor and the S-system pressure sensor correspond to a third pressure sensor. Abnormality diagnosis processing according to the second embodiment is similar to the abnormality diagnosis processing according to the first embodiment illustrated inFIG.2. In the following description, the abnormality diagnosis processing according to the second embodiment will be described, focusing on steps including different processing from the first embodiment. In step S4, the fail-safe portion103requests the wheel cylinder hydraulic pressure control portion106to operate the valves and increase the pressure using the pump. More specifically, the fail-safe portion103outputs a request to actuate the shut-off valve21P of the P system in the valve-closing direction, actuate the communication valves26in the valve-opening directions, actuate the SOL/V INs25in the valve-closing directions, actuate the pressure adjustment valve27in the valve-closing direction, and drive the motor7awith a predetermined number of rotations from the state in which all of the actuators are deactuated (the state inFIG.8) in the hydraulic pressure control unit6. In step S6, the fail-safe portion103calculates Rmc=Pmc/Ppump, Rp=Pp/Ppump, and Rs=Ps/Ppump, which are ratios of the detection value Pmc of the master cylinder pressure sensor91, a detection value Pp of the P-system pressure sensor93P, and a detection value Ps of the S-system pressure sensor93S to the detection value Ppump of the discharge pressure sensor92(the comparison value). In step S7, the fail-safe portion103determines whether any of Rmc, Rp, and Rs deviates from 100%. In step S10, the fail-safe portion103determines whether the ratios Rmcn+1, Rpn+1, and Rsn+1 after the pressure increase using the pump deviate from the ratios Rmcn, Rpn, and Rsn after the pressure increase using the pump, respectively. The brake control apparatus1A according to the second embodiment includes the P-system sensor93P and the S-system sensor93S that detect the pressures in the portions of the first fluid passages11that connect the shut-off valve21P and the wheel cylinders8to each other (the first fluid passages11B). Then, the ECU100determines an abnormality in the master cylinder pressure sensor91or the P-system sensor93P (or the S-system sensor93S) based on the detection value Pmc of the master cylinder pressure sensor91and the detection value Pp of the P-system sensor93P (or the detection value Ps of the S-system sensor93S) after actuating the shut-off valve21S in the valve-opening direction and actuating the pump7. Because the individual pressure sensors92,93P, and93S are placed in the same route during the normal braking, an abnormality can be detected by comparing the respective detection values Pmc, Pp, and Ps, but the detectability for an abnormality can be improved by performing the abnormality diagnosis processing according to the second embodiment. OTHER EMBODIMENTS Having described the embodiments for implementing the present invention, the specific configuration of the present invention is not limited to the configurations of the embodiments, and the present invention also includes even a design modification and the like thereof made within a range that does not depart from the spirit of the present invention, if any. For example, under an extremely low-temperature environment, the brake fluid becomes more viscous and has higher flow passage resistance, and therefore the detectability for an abnormality can be further improved by correcting the detection value based on a temperature sensor mounted on the pressure sensor. The number of times that the amount of the pressure increase using the pump is switched in the abnormality diagnosis processing may be any number of times as long as this amount is switched once or more. When it is diagnosed that an abnormality has occurred in the pressure sensor, a warning sound may be emitted in addition to or instead of the lightening of the warning lamp. In the following description, technical ideas recognizable from the above-described embodiments will be described. A brake control apparatus, in one configuration thereof, includes a connection fluid passage connecting a master cylinder and a braking force application portion to each other. The braking force application portion is configured to apply a braking force to a wheel according to a brake hydraulic pressure. The brake control apparatus further includes a shut-off valve portion provided in the connection fluid passage, a first pressure sensor configured to detect a hydraulic pressure in a portion of the connection fluid passage that connects the shut-off valve portion and the master cylinder to each other, a hydraulic pressure source configured to supply brake fluid to a portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion to each other, a second pressure sensor configured to detect a hydraulic pressure in the portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion to each other, and a control unit configured to determine an abnormality in the first pressure sensor or the second pressure sensor based on a detection value of the first pressure sensor and a detection value of the second pressure sensor after actuating the shut-off valve portion in a valve-opening direction and actuating the hydraulic pressure source. According to a further preferable configuration, in the above-described configuration, the control unit acquires a comparison value between the detection value of the first pressure sensor and the detection value of the second pressure sensor a plurality of times while changing a brake fluid supply amount of the hydraulic pressure source, and determines the abnormality in the first pressure sensor or the second pressure sensor based on the plurality of comparison values. According to another preferable configuration, in any of the above-described configurations, the control unit determines that the abnormality has occurred in the first pressure sensor or the second pressure sensor in a case where the plurality of comparison values falls outside a generally constant and predetermined range. According to further another preferable configuration, in any of the above-described configurations, the control unit determines that the abnormality has occurred in the first pressure sensor or the second pressure sensor in a case where the plurality of comparison values is different from each other. According to further another preferable configuration, in any of the above-described configurations, the control unit warns a driver in a case where the abnormality is determined to have occurred in the first pressure sensor or the second pressure sensor. According to further another preferable configuration, in any of the above-described configurations, the hydraulic pressure in the portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion can be detected only by the second pressure sensor. According to further another preferable configuration, in any of the above-described configurations, the brake control apparatus further includes a third pressure sensor configured to detect the hydraulic pressure in the portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion to each other. The control unit determines an abnormality in the first pressure sensor or the third pressure sensor based on the detection value of the first pressure sensor and a detection value of the third pressure sensor after actuating the shut-off valve portion in the valve-opening direction and actuating the hydraulic pressure source. Further, from another aspect, a method for detecting an abnormality in a brake control apparatus, in one configuration thereof, includes causing a control unit of the brake control apparatus to actuate a shut-off valve portion in a valve-opening direction. The shut-off valve portion is provided in a connection fluid passage connecting a master cylinder and a braking force application portion to each other. The braking force application portion is configured to apply a braking force to a wheel according to a brake hydraulic pressure. The method further includes causing the control unit of the brake control apparatus to actuate a hydraulic pressure source configured to supply brake fluid to a portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion to each other, causing the control unit of the brake control apparatus to input a detection value of a first pressure sensor configured to detect a hydraulic pressure in a portion of the connection fluid passage that connects the shut-off valve portion and the master cylinder to each other, causing the control unit of the brake control apparatus to input a detection value detected by a second pressure sensor configured to detect a hydraulic pressure in the portion of the connection fluid passage that connects the shut-off valve portion and the braking force application portion to each other, and causing the control unit of the brake control apparatus to determine an abnormality in the first pressure sensor or the second pressure sensor based on the detection value of the first pressure sensor and the detection value of the second pressure sensor. Preferably, in the above-described configuration, the control unit acquires a comparison value between the detection value of the first pressure sensor and the detection value of the second pressure sensor a plurality of times while changing a brake fluid supply amount of the hydraulic pressure source, and determines the abnormality in the first pressure sensor or the second pressure sensor based on the plurality of comparison values. According to another preferable configuration, in any of the above-described configurations, the control unit warns a driver in a case where the abnormality is determined to have occurred in the first pressure sensor or the second pressure sensor. The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail to facilitate a better understanding of the present invention, and the present invention shall not necessarily be limited to the configuration including all of the described features. Further, a part of the configuration of some embodiment can be replaced with the configuration of another embodiment. Further, some embodiment can also be implemented with a configuration of another embodiment added to the configuration of this embodiment. Further, each of the embodiments can also be implemented with another configuration added, deleted, or replaced with respect to a part of the configuration of this embodiment. The present application claims priority under the Paris Convention to Japanese Patent Application No. 2018-093626 filed on May 15, 2018. The entire disclosure of Japanese Patent Application No. 2018-093626 filed on May 15, 2018 including the specification, the claims, the drawings, and the abstract is incorporated herein by reference in its entirety. REFERENCE SIGN LIST 1,1A brake control apparatus3master cylinder7pump (hydraulic pressure source)8wheel cylinder (braking force application portion)11first fluid passage21shut-off valve (shut-off valve portion)91master cylinder pressure sensor (first pressure sensor)92discharge pressure sensor (second pressure sensor)93P P-system pressure sensor (third pressure sensor)93S S-system pressure sensor (third pressure sensor)100ECU (control unit)FL to RL wheel | 60,697 |
11858488 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As illustrated inFIG.1, a rail monitoring device110is shown according to an exemplary comprising a wireless sensor111. The sensor111is configured as a unit having a housing112for housing components therein and protecting the interior space and components from dirt, debris, and water and moisture intrusion. According to some embodiments the device110is configured with a mounting means for mounting the device110a rail preferably at a location of the rail that is to be monitored. The rail monitoring device110is mounted on a rail that is operative as part of a track on which railway vehicles travel. Sensors111may be arranged in spaced apart locations to measure locations along a rail. Preferably rail curves are measured with the devices110. A suitable mounting mechanism may be used to mount the device110to the rail. Welding, adhesives (e.g., including tapes), and/or magnetic means, such as magnets may be used to secure the device110to a rail. For example, the mounting means preferably are releasable to allow for the sensor to be removed and replaced, such as, for example, removable adhesive tape, or magnetic mounting, or other mounting means. The device preferably is mounted to the rail. As illustrated inFIG.3, a rail section500is shown, comprising an exemplary embodiment of a typical rail profile, having a head501, a web502and a foot503. The device110is shown having mounting means, which according to an exemplary embodiment depicted, comprises a pair of bolts113,114, which are shown extending through apertures115,116provided in the device housing112. The apertures115,116may be configured with counterbores to respectively receive the heads of the bolts113,114. The housing112preferably seals around each aperture115,116to seal out water, dirt and debris. Matingly threaded bores may be provided on the rail500, or mount to which the rail monitoring device110may be mounted. The device110is shown in an exemplary depiction inFIG.3mounted to the rail500by affixing it to the face of the rail web502. The device110may be adhesively or magnetically mounted to the rail web502(as an alternative to boring into the rail structure). The device110inFIG.3is shown with an exemplary representation of a target T, which may comprise any suitable target, including a target installed in a stationary position proximate to the rail being monitored and within the sensor's detection range and in a line that the sensor radar signal is directed or focused to reach. The relative movement of the rail500with regard to the target T may be monitored and stored, and/or used in real-time, to obtain the condition of the rail section. Monitoring also may be done to provide a base value for the rail when it is first installed, or for a rail section already in use that is to be monitored. Referring toFIG.3, an object T may comprise a metal stake affixed to the ground. The target T, such as the stake, also may have a movement sensor on it to determine whether any disruption of movement of the target T has taken place. The movement sensor550associated with the target T may be a suitable sensor such as a GPS, accelerometer, gyroscope, and may be provided on or in the form of an integrated circuit or microcircuit, or chip. The target motion therefore may be coordinated to provide a signal response that can be coordinated with the responses of the rail monitoring device110so that aberrations in the detection may be recognized and potentially excluded from the measurements of the rail movement. Alternatively, according to some configurations, the target monitor also may have communications equipment, such as a chip or low power signal transceiver, and may transmit the status of the Target (such as whether the Target has been dislodged, whether the Target is in a proper position, e.g., unmoved, and/or whether the Target has been compromised, e.g., removed, run over, ran into by an object or animal). As illustrated inFIG.9and discussed herein, the signal strength may be used to detect and provide information about the rail being monitored. The Target status signal from the monitor550may be transmitted to a nearby or proximate device that is within the signal range of the target monitor550. Alternatively, the device to which the target monitor transmits a signal may be the same device that the rail monitoring device110transmits its signal. According to alternate embodiments, the rail monitoring unit110may be provided with a transceiver to receive the signal from the target monitor, and may be programmed to transmit that signal with rail monitoring data obtained from the radar signals of the monitoring unit110. The device110includes at least one power supply for powering the device components that are responsible for emitting signals and detecting the signals and reflections off of the target, such as the exemplary Target T (FIG.3) or other target. According to preferred embodiments, the wireless rail monitoring device110comprises a radar unit with radar processing components and/or circuitry therein. According to preferred embodiments the device110utilizes a battery as a power source, which is housed within the device housing112. The battery preferably is a low self-discharge, long-life battery. One example of a suitable battery is a lithium thionyl chloride type battery. The device110includes suitable circuitry for generating and monitoring a rail condition via generating radar signals and directing those signals at an appropriate target to determine the rail condition by detecting movement of the rail being monitored. For example, referring toFIG.4, a graph is shown representing an example of potential sensor data obtained from a monitoring device110, which includes the diurnal temperature of the rail (e.g., Rail500) in the upper graph, and the diurnal track movement in the lower graph. The diurnal track movement shown in the lower graph represents the monitoring device110signal monitoring of the distance in mm from the reference point, such as the target T (see550inFIG.3). The diurnal track movement is the measure of the track breathing (movement) as the track heats up and cools down. As discussed herein, the graph may be adjusted to determine whether the target has moved or been disrupted. The scale at the bottom of the graph is a timeline so rail movement (on the y-axis) is plotted against time (on the x-axis) where time is shown measured in days and times during a day. Other time references may be programmed for monitoring, and movements may be monitored every minute, number of seconds, every five minutes or other time value. The radar signal preferably is tuned (in power, as well as frequency, modulation or other parameter) to cover a distance within which monitoring is desired to take place. According to some implementations, the radar signal is directed at a target, which may be a surface or structure proximate to the rail location where the sensor110is installed and located within the detection range of the sensor110. According to preferred embodiments, the device110includes circuitry powered by the power supply, such as the battery. The circuitry includes a radar signal generator, and processing components for processing the radar signals, and communications components for communicating the information to a remote component, and according to some embodiments, to receive communications from a remote component. Examples of the device circuitry may include a radar signal generator or transmitter and receiver, transceiver and one or more antennas. The device components may be in an integrated circuit or chip that includes the components needed to process and emit the radar beam and to detect the reflected beam, as well as handle other operations of the radar processing or adjustment. The components may include a radar signal generator and antennas as well as software or other instructions for processing the signals and communicating them to a remote component. For example, a microcontroller or microprocessor may be provided as part of the circuitry. Software including embedded logic, as well as microprocessors, microcontrollers, microcircuits, containing instructions for instructing a microprocessor or processor to process, store and/or communicate the radar signals, may be employed to comprise the circuitry within the unit110. According to some preferred embodiments the radar unit is provided in the form of an integrated circuit that is prepared for the conditions and distances that are typical for targets, and/or which may be adjusted for target locations, for an installation on a rail. The device110also includes a communication component, such as for example, a low energy wireless signal transmitter/transceiver, which preferably allows for at least the signal from the wireless sensor device110to be transmitted and received by a remote device (e.g., smart phone, tablet, computer, yard gateway), and preferably allows for two way communications between the sensor110and a remote device. A suitable communications component includes a low power signal transmission mechanism (examples of which include Bluetooth® or compatible modules). The rail monitoring sensor devices may be equipped with a low power wide area networking (LPWAN) capability such as cellular-based solution (LTE Cat-M1 or NB-IOT for instance) or a public or private LPWAN technology such as LoraWAN or Sigfox. Other suitable communications components and/or protocols may be used, and preferably ones that may operate using low power may be used. Referring toFIG.5, an exemplary implementation of the wireless sensor monitoring system is shown with a section of a rail600on which three wireless sensors110a,110b,110care schematically represented. According to a field installation, the sensors110(such as those depicted110a,110b,110c) are mounted to the track rail in a suitable location to direct a radar beam to a target. Although the sensors are shown mounted to the web of the rail, the sensors may be installed on an alternate location on the rail, suitable for detecting the rail movement or “breathing”. In the exemplary embodiment, the spacing of the wireless monitoring sensors is about 30000 to about 31000 mm. The number of wireless monitoring sensors deployed on a rail may be any number suitable for the conditions and parameters being monitored. For example, closer sensor placement may be done where an anticipated problem area is known or expected, or where higher speeds are typical. The wireless rail monitoring sensors110a,110b,110care shown in an arrangement with a gateway shown comprising a gateway device160situated in proximity to the monitoring sensors110a,110b,110cto be within a signal distance so as to receive and/or communicate wireless communication signals from the sensors110a,110b,110cthat indicate the rail position. This is done through an identification of the sensor110a,110b,110cwhich may be a unique serial number or identifier assigned to the sensor. The signals preferably are communicated at predetermined time intervals from the wireless monitoring sensors110a,110b,110cto the gateway in order to preserve battery life. Communication of the monitoring signals may take place at a suitable predetermined time interval. Alternatively, if desired, the sensors110may be configured to monitor upon the detection of a predetermined condition, such as, for example, vibration (from a passing rail vehicle), as well as the predetermined time interval. According to some embodiments, the gateway may be solar powered with a rechargeable energy cell circuit or battery, or may contain a long-life battery. The gateway device160alternatively may be hardwired where a location permits such a connection. The gateway device160preferably is communicatively linked through a communications system, such as cellular, Wi-Fi, short range or other type of communications mechanism or network, to a server or other computer where the information relating to the rail movement as reported via the radar unit monitoring signals, may be processed and used to provide reports and information as to the track condition. Embodiments also may include a mechanism for integrating the train controls and communications system, including an onboard system that may alert or reduce the speed of the train upon sensing a hazardous condition. The system therefore may be implemented to prevent derailments that might otherwise occur from a rail that is out of its proper condition or operational tolerance. As illustrated inFIG.6, the gateway160is illustrated as a cellular gateway. In the exemplary arrangement ofFIG.6, the gateway160is shown sending sensor messages it receives from the sensor unit110to a Message Queuing Telemetry Transport (MQTT) broker via a data streaming network. According to this embodiment, the MQTT network publishes the information permits subscribers of the information to receive the information through the MQTT distribution. In the embodiment depicted, an operating entity may operate the system to ensure uniformity and track conditions and progress. The system may be used by a client or customer to receive status conditions communicated from the sensing monitors110. In the embodiment illustrated, the client or customer connects its Internet of things (IoT) platform to the MQTT broker. The operator or provider may process and package the signals for distribution, and may provide the signal information, in terms of a raw measurement, and/or an interpretation of the signal translated to a condition (such as immediate danger condition where the track should not be used, or a condition not imminently dangerous but can be scheduled for visual or other inspection). According to some embodiments, the IoT platform may include cleanse and filter data stream functions; transform and enrich data stream functions, Time-Series data store (processed and raw data), analytics and machine learning, and visualization. For example, the data and other information, including raw data and/or processed data may be used for visualization presentations to illustrate in a graphic, such as a static graphic or motion graphic) to demonstrate or represent a condition or conditions of the rail or track. The representation may be correlated with a time value or over a time interval. The monitoring units110when deployed on a rail may monitor and provide information, which preferably includes the position of the rail being monitored as well as the temperature. The signal information preferably is processed and may be presented in a number of formats. For example, results may be presented in a plot of distance in mm against time (time stamp−minute). A zeroed or baseline reading of the distance is taken when the position monitoring unit110is installed on the rail. The distance, for example, is the distance from the unit to the target such as the stake T. As shown inFIG.5, an initial measurement is taken, which indicates the position of the monitor110cfrom the stake601, which in the exemplary depiction is represented as 2451 mm for a hand measurement of the distance, and 2463 mm for the monitoring unit110cmeasurement. The stake601serves as the Target for the monitoring unit110cin the depiction inFIG.5, while the stakes602and603, serve as targets for the respective monitoring units110b,110a. Although the stakes are illustrated, the target may comprise any suitable target that may be fixed as a reference for the radar unit of the position monitoring sensor to reflect a beam off of. Data obtained by monitoring using the sensor units110(e.g.,110a,110b,110c) may be processed for errant or data outside of the measurement range. For example, in instances where the sensor to target path is obstructed, or the signal is disrupted, an errant value that does not represent the distance being monitored may be obtained and reported. For example where a value is produced that is clearly impossible for the rail to be intact for the subsequent measurements provided, that errant value may be removed with data cleansing. Another example is where the data value is absent or shows missing data. The missing data may be the result of one sensor that appears to have been blocked from reaching a gateway for some period. Radio communication related as data occasionally reaches gateway. Therefore, this data may be processed to be excluded from the information in one or more ways, including complete removal, averaging any data points obtained int eh time interval, and coordinating any averaging with any temperature readings or changes (or other monitored events, such as rain, snow, etc.) The data may be presented in one or more graphical depictions representing the monitoring information. A graph may be evaluated through manual human inspection or through programs that process the information and look for deviations (based on thresholds, distance/time movements, or other parameter). For example, a physical event (i.e., anomaly) may be identified and a graph or other report may show data measured by two different sensors. The graphed data for example, may identify conditions such as sudden track movement (e.g., around 5 mm or more). For example, where the condition presents itself more than one time, then the data could be determined to be event related, and possibly is an indication of being vehicle related, or some other condition. The sensor information also may identify typical conditions, including information showing variation of the monitored distance, as a result of track “breathing” during the day as the temperature changes. The monitoring sensor, gateway or other unit may be configured to access weather station data, or the weather station data may be obtained subsequently or at the time the date is processed. According to some embodiments, the data subscriptions provide data that is processed along with weather station data. For example, one or more locations may exhibit track “breathing” to be more pronounced than one or more other locations. The monitoring unit110may provide measurements using the signal strength to determine whether something has happened with the reference stake (and hence reliability if the measurement data derived). The information obtained from the monitoring unit110may include signal strength. The distance measurement may be graphed against time, and the signal strength also may be graphed against time. This information enables monitoring for whether there is an issue (an anomaly), which may be observed by the sudden large change in the strength of a reflected signal. For example, the cause may be due the movement of the reference stake, or an object blocking the signal between the sensor and the reference target. The signal strength may provide a metric for the measurement quality. This change may be detected and may identify an issue and indicate that the signal is no longer reliable. Referring toFIG.7, an alternate embodiment of a monitoring device210for monitoring an asset and parameters such as the surface temperature of the rail (or other asset to which the device is attached) and also may include an accelerometer, as well as sensors for measuring and monitoring acoustics, vibration and other machine health properties. The device210includes a sensor unit211and a clamp212having a clamp body213with a threaded shaft214. The threaded shaft214passes through a matingly threaded collar215. The clamp210provides for a temporary installation onto a rail. The clamp body213is shown beneath the rail500′ and turning toward the opposite side502a′ of the rail web502′. The body portion213preferably has an end213a′ that rests on the rail and is clamped against the rail web502b′. The device includes a clamp end216having a contact point217, and being configured to connect with the sensor unit211. The sensor unit211is shown secured to the end seat216with screws220(there being screws on the opposite side of the unit211and end seat216(not shown). As depicted, according to a preferred embodiment, the contact point217comprises a projection that is shown projecting from the body218of the clamp end seat216. The monitoring device210may be installed by fitting the clamp end213a′ against the rail web (such as for example, the rail web502′) and then rotating the screw shaft214to force the contact point217of the clamping end216into engagement against the face of the web502a′. Preferably, the device210is mounted with the sensor being level relative to the direction in which movement is measured (e.g., longitudinal). The sensor unit211of the device210preferably is configured comprising circuitry to monitor the asset, and preferably may include temperature, acoustical, vibration and movement, and other health parameters of the asset, such as the rail to which the sensor is associated or is mounted. The sensor unit211preferably includes a housing to seal the circuitry and sensing components from water, dirt and other elements. The monitoring unit211preferably includes communications equipment which may be the same as the communications provided for the sensor110shown and described herein, for allowing the sensor unit211to communicate the information (e.g., temperature, acceleration, acoustics, vibrations, movements, and other sensed conditions) to a gateway or other device (e.g., smartphone). The clamp monitoring device210may report the monitoring information through a gateway, such as for example, the gateway160, or other gateway, and may share a gateway with one or more other monitoring sensors, such as those110,110a,110b,110c, shown and described herein. The clamp210may be integrated with the communications systems shown and described herein, including gateways and other communications systems, such as networks. The system clamp monitoring device210may detect rail movement as well as rail temperature and vehicle detection. The clamp monitoring device210may be customized for different rails and monitoring purposes. The clamp monitoring device210enables a temporary install, and can be implemented to perform evaluations as needed, or in locations where a condition is desired to be monitored. In addition, after a replacement or installation of a rail or track section, the monitoring devices shown and described herein may be used to determine whether the track or rail is stable. According to some alternate embodiments, a monitoring unit may be provided with radar circuitry and asset monitoring capabilities. For example the monitoring unit may use the radar to determine and monitor distances between the rail and a fixed target, and also may measure and monitor the temperature of the rail surface. The reporting may provide date for this information as a function of the time. For example, the combined monitoring devices may be configured as the unit110or the clamp device210shown and described herein. The differential between two adjacently positioned spaced apart monitoring devices mounted on a rail may be used to provide a measurement and monitoring of longitudinal movement. The clamp configured device210shown inFIG.7, may be used in adjacent relationship to measure longitudinal movement of the rail. According to some embodiments, each clamp monitor device210may have an associated Target or reference, such as a stake. The monitoring unit211is fixed to the rail with the clamping mechanism. According to some alternate embodiments, the monitoring unit110may be configured to include a temperature sensor, an accelerometer, or both, in addition to the radar sensor. Some embodiments of the monitoring unit110may include circuitry and/or components to measure other properties or conditions (e.g., temperature, acceleration, acoustics, vibrations, movements, and other sensed conditions). For example, the monitoring unit110may be used to measure track temperature and vibration to sense whether a train is present on the track. The monitoring unit110may be provided with a metal backing, plug, or adapter plate on the back of the monitoring unit to provide sufficient heat transfer from the rail. For example, sensing of vibration may be used to enable distance measurements to be taken more frequently while a train is present (from 0.1 Hz up to 1 kHz for example). 3-axis vibration measurements may be determined using the monitoring unit vibration sensor. The 3-axis vibration measurements may be combined with the lateral movement of the track (measured by the radar) and the track temperature to train machine learning models to identify operating anomalies and predict track maintenance needs. Referring toFIG.8, a reference stake alignment tool310is shown in a schematic depiction which is removably mounted to the target T. The target T is shown inFIG.8comprising a stake700. The stake700may be an angled structure that has a first wall and a second wall joined together at a right angle. The alignment tool310is shown mountable on the target T. For purposes of the illustration inFIG.8, the monitoring unit110is shown mounted on a web of a rail500. The side of the stake700preferably is aligned to be in the direct path of the radar sensor, as represented by the double arrow. A reflective target322may be provided on the monitoring unit110. The stake700provides a reference for the monitoring unit110and the movement determinations. As depicted inFIGS.9-11, an embodiment of stake alignment tool410is shown mounted on a stake700′. The stake alignment tool410is similar to the alignment tool310represented inFIG.8, and may be removably attached to and removed from the stake700′, as well as moved along the stake700′ (e.g., vertically raised or lowered) to perform alignment of the stake700′ to monitoring unit110. The stake alignment tool410is shown having a base411which has a supporting shelf412thereon, and which has outer walls413,414(seeFIG.10) having the profile of the target structure T, here the walls413,414form a right angle corresponding to the configuration of the stake700′ (the target), to which the alignment tool410is removably mounted during the installation of the target T (e.g., the stake700′). The alignment tool410is shown removably mounted on the stake700′ which serves as a target (like the target T). Suitable attachment means for removably attaching the alignment tool410may be used to secure the tool410during measurement, and allow removal of the tool410after the stake700′ has been aligned relative to a monitoring unit110(without disruption of the alignment position). For example, where the target is a stake, a suitable attachment means may comprise one or more magnets provided on the base411, and preferably, along the walls413,414that form the right angle profile. Magnets preferably have suitable strength to hold the alignment tool410onto the stake700′, and may be neodymium or other suitable material. A level415is shown mounted on the shelf412of the base411. The level415may be mounted on the shelf412using an adhesive or other suitable mounting component. According to a preferred embodiment, the level415includes an attachment base421that is connected to the surface of the shelf412(using double-sided adhesive tape, adhesive, or other attachment product). Preferably, the level415includes a target, lines or other indicia415ato facilitate alignment, and more preferably, the target, lines or indicia are positioned to provide a guide for installation and alignment. According to a preferred embodiment, the level415comprises an x-y bubble gauge that is used to align the stake700′ to a vertical position, so that the stake is not leaning left or right or forward or rearward. A laser417is shown which emits a beam from a laser diode of the laser. The base411of the alignment tool410is shown including a mounting arm416which supports the laser417, and which may be formed as an extension of the shelf412. The mounting arm416may be configured as a picatinny rail. The laser417may be clamped onto the base411, such as on the arm416, with a suitable mounting element, such as the clamp418or other fastener. As discussed in connection with the alignment tool310, the laser alignment may be coordinated with the monitoring unit110(e.g., a monitoring unit110mounted on a rail or other location), for example, by providing a laser target on the face of the unit110, and/or for example, by providing a reflective surface or cover322on the face of the unit110. For example, in order to ensure the positioning of the target T, such as the stake700′, is in the proper position, the alignment tool410may be used by operating the laser417to deliver an output of a beam, and moving the alignment tool410along the stake (vertically upward or downward) until the laser beam is at the level where the monitoring unit110is mounted (or a mounting location of the sensor unit). The beam may be used to align the stake position with the monitoring unit110. Preferably, the alignment is carried out by having the beam hit the sensor unit (preferably the central or target area of the monitoring unit110, or location on the unit that will provide a suitable path to the target). The laser alignment tool410(and as represented by310inFIG.8) may be used to align multiple stakes at desired locations to serve as references for a plurality of respective monitoring units110(see e.g., the references inFIG.5). Although the alignment tool410is removably mounted, according to some alternate embodiments, a stake may be configured with a mounting mechanism provided as part of the stake, with a level and a diode or laser for facilitating the positioning of the stake relative to the monitoring unit110. The position sensor110,210needs to use a reference point with a good reflective signature when calculating a position change. If the reflected signal is too weak, the signal to noise ratio means that an accurate and repeatable position measurement is not possible. According to some embodiments, an example of a reference point may typically be a 2 inch angle iron hammered into the ground. Aligning it to reflect as much signal back to the position sensor as possible can be tricky in the field. According to some embodiments, in order to facilitate the installation and alignment of the reference target T, such as a stake700, the reference stake alignment tool310may be used by temporarily attaching it to the angle iron target T using magnets to align it with the position sensor. The installation of the monitoring system and devices may be deployed as follows. A reference point is identified. The position sensor110,210according to some embodiments, is used with a fixed reference point added as part of the installation. According to another embodiment, an analytical approach using machine learning is implemented, that scans, analyzes and classifies the environment that the sensor110,210is exposed to, and looks for suitable reference points. Upon the scan detecting and determining a suitable reference point, the reference point is used. An option for a user setting up the system may be to implement the scan, and/or to select or assign a reference point. The present system may be monitored for its integrity to ensure that it is in a suitable operating condition. For example, according to some preferred embodiments, the signal to noise ratio may be used to make determinations of the monitoring conditions and equipment, including positions or changes thereto, and effects on operations of the monitoring being carried out. The signal will provide information corresponding to the distance condition being monitored. However, the signal needs to be discernable from any noise (i.e., background signal contributions), and preferably, the power of the signal that is being monitored to provide the distance signal of interest (the radar signal) must be greater than any background signal (that the device also may pick up). When the signal is not pronounced in strength over the background signal, then this background noise can affect the measurement determination. The presence and level of background noise, or decrease in the signal strength of the monitored signal, can be used to identify a change in a condition. The ratio between the desired information or the power of a signal and the undesired signal or the power of the background noise is the signal to noise ratio. According to some implementations, the signal to noise ratio may be used to determine whether a reference stake has moved (e.g., if it has been struck and displaced by something, for example, an animal, moving object, or truck), whether ballast is blocking the field of view between the sensor and the reference stake or other target; or whether there is a change in the sensor orientation relative to the reference stake (for example, if the sensor has been dislodged from its mounting or position on the rail in whole or part, or its orientation is no longer facing the target). As shown inFIG.12, a monitoring unit110is mounted to a rail500″ and is shown attached to the face of the rail web502″. In an alternate embodiment (seeFIG.18) the monitoring unit110is shown mounted to a rail using an adapter520. According to some preferred embodiments, the monitoring unit mounting wall or mounting plate may be curved sympathetically to match or approximate the generalized curve of the rail web (e.g., which typically vary). According to some preferred embodiments, the curvature of the mounting wall or mounting plate preferably is convexly curved to facilitate mating to a concave shape of a rail web. According to some other embodiments, the monitoring unit may be provided with a curved rear surface which substantially matches the profile of the rail web face. In the embodiment depicted inFIGS.12-16, the monitoring unit110is shown with a mounting plate150that is used to attach the monitoring unit110to a rail. The mounting plate150has a curved surface150a. The mounting plate150is shown attached to the rear of the monitoring unit110so that the curved side150ais outward for mounting against the surface of the rail web.FIGS.14,15and16best show the curvature profile of the mounting plate curved mounting surface150a, which is mounted to the face of the rail web. The mounting plate150preferably includes bores therein, such as those150b,150c, that receive screws (similar to the screws113,114shown and described in connection with the monitoring unit) to secure the mounting plate150to the monitoring unit110. Preferably, the mounting plate bores150b,150calign to correspond with the threaded bores115,116(which although shown on the front of the monitoring unit inFIG.1, may extend through the monitoring unit110so that the mounting plate150may be secured to the monitoring unit110using screws). Alternatively, a second set of threaded bores may be provided in the monitoring unit110for attachment of the mounting plate150. For example,FIG.17shows threaded bores117,118provided on the back surface of the monitoring unit110. Alternatively, other suitable mounting means for mounting the mounting plate150to the monitoring unit110may be employed. The mounting plate150preferably is secured to the rail web face502″ and secures the monitoring unit110in position. The threaded bores may comprise threaded bushings or other members provided within the monitoring unit housing that are threaded to receive matingly threaded bolts or screws to connect with a mounting plate or adapter. According to a preferred embodiment an adhesive is used to secure the mounting plate150to the rail web502″. Preferably an ultra-high bond adhesive, which may be in the form of an adhesive tape, may be applied to secure the mounting plate150to the rail. According to some In the embodiment illustrated, mounting of the wireless monitoring unit110may be accomplished using double-sided adhesive tape510, such as VHB adhesive tape (very-high bond tape), which is placed on the back surface of the mounting plate150, which secures the mounting plate150and monitoring unit110secured thereto to the rail web502″. The mounting may be carried out by preparing the rail surface on which the monitoring unit110and mounting plate are to be mounted (such as the rail web face), which may require removal of dirt and exposure of a surface area for suitable adhesion to take effect. In accordance with a preferred embodiment, the mounting plate150includes magnetic means, and preferably, has a magnet that is suitably strong for attachment to the rail web502″. The magnet preferably also is used in conjunction with the VHB adhesive, such as a tape that is also provided on the curved mounting face150aof the mounting plate150. The application of the adhesive (such as the VHB tape), often requires a cure period to set up its bond strength. The magnet of the mounting plate150provides a clamping force that clamps the unit110and attached plate150via the magnetic force to the web, clamping the adhesive to the web502″. The monitoring unit110and mounting plate secured thereto are therefore mounted in position by both a magnetic force and an adhesive bond (via a VHB adhesive). According some alternate embodiments, the mounting of the wireless monitoring unit110may be accomplished using double-sided adhesive tape510, such as VHB adhesive tape (very-high bond tape), which is placed on the back of the monitoring unit110, and secures the sensor back face to the rail web502″. Although according to preferred embodiments, the mounting plate150is used to secure the monitoring unit110to a rail, alternatively, a magnet and/or VHB adhesive, including tape, may be used to mount the monitoring unit via its rear face. According to some embodiments the monitoring unit110may be provided having an adhesive tape or surface with a release paper backing, so that the monitoring unit110is ready to install to a rail surface (e.g., rail web) or other structure (e.g., mounting bracket) upon removal of the release paper. Although double-sided tape is referred to in accordance with some embodiments, alternatively, other components may be used to secure the sensor to the rail (screws, clamps, brackets). According to some alternate embodiments, monitoring unit installation to a rail may be effected using an adapter or adapter plate.FIG.18illustrates an exemplary embodiment of an adapter520that is shown having a body521, with a first face522and second face523, and a pair of clamping arms530,531, each clamping arm530,531being connected to the adapter body521and being spaced apart from each other to receive the rail base or foot503′ of the rail505therebetween. The adapter520is configured to hold the sensor110thereon and the adapter520securely mounts to the rail505. The upper arm530is shown having a threaded bore533therein which receives a bolt550. The bolt550is tightened to produce a clamping force to clamp the arms530,531to the rail base or foot503′. According to preferred embodiments, the bolt550preferably is a counterbore cup type bolt having a concave recess at the end with an edge, which preferably is a sharp edge, that bites into the top of the rail base or foot503′. For example, the bolt550may have a plain cup or knurled cup edge for facilitating holding the adapter520onto the rail base503′. Similarly, the second pair of clamping arms (only the upper clamping arm540being visible in the view shown) are connected to the adapter body521and clamp the adapter520to the rail foot503′ in a similar fashion to the clamping arms530,531. A bolt551(similar to the bolt550) is torqued to apply a clamping force to clamp the second pair of arms to the rail base503′. The monitoring unit110is shown mounted on the front face522of the adapter520. The adapter520is mountable at a desired location on the rail, and carries the monitoring unit110. The monitoring unit110may mount to the adapter520using any of the methods described herein, including bolts, adhesive or combinations thereof. For example, according to a preferred embodiment, the monitoring unit110includes mounting apertures113,114and mounts to the adapter520using screws or bolts that thread into matingly threaded bores provided in the adapter plate front face522. Alternatively, a magnetic mounting mechanism may be used to mount the monitoring unit110to the adapter plate520, or adhesive, or a combination thereof. According to some embodiments, the adapter plate520is provided having a strong magnet (neodymium or other strong magnet), and more preferably, the magnet may be integrated into the adapter plate520to form the plate body521. Alternatively, the monitoring unit110may be provided with a magnet or magnetic surface that attaches to the metal surface of the adapter plate front face522. According to the magnetic mounting embodiments, a magnet may be used to mount the monitoring unit110to the adapter face522, so that the magnet is on one of the face522or on the monitoring unit110, and the other includes a surface that is attracted to the magnet. According to some embodiments, the monitoring unit110is mounted to the adapter face522using adhesive. The adhesive may be in the form of a tape (e.g., double-sided VHB tape), and may also be used in conjunction with a magnet. The system and method also may be used to monitor rail movement relative to a platform. For example, the sensor may be installed at a location, which may be on the rail (or according to some alternate embodiments on a platform), for monitoring whether the rail has become closer to the platform. This information is valuable to monitor and ascertain, since rail movement proximal to a platform increases the risk of someone being hit by a passing train, such as for example, a passing freight train. If a movement of the rail is detected, the condition can be addressed further by sending field personnel out, or where the movement is substantial, such as an indication of a failure or greater movement, the sensor reporting may be used to stop further rail traffic or to prevent workers, other personnel, or passengers from accessing a platform (or platform area) until a safety check can be performed. FIG.19illustrates an exemplary depiction of a monitoring unit110shown mounted on a rail507with the sensor face pointing to a platform601. The monitoring unit110may be configured similar to the sensors shown and described herein and may be mounted to the rail507in accordance with any of the mounting methods and components described herein. The monitoring unit110may be configured to provide continuous monitoring and report signals that relate to the platform-rail distance, as well as any changes that take place over time. For example, the monitoring unit110may be configured to take readings over a time interval that is suitable for monitoring, which may be in minutes or hours, or seconds. The monitoring may take place as shown and described herein, which may be through a gateway, or directly to another monitoring device, such as another monitoring unit. Alerts may be configured so that if a threshold is met, such as for example, a minimum distance, or a maximum change in distance readings (e.g., from one reading to the next, or other period of time or measurement points), an appropriate person is notified, a warning is issued, or an action is taken. For example, in a severe case where some force or event has caused a rail to move dangerously close to a platform being monitored, the alert may be communicated to or coordinated with an event operation, so that for example, an approaching train or rail vehicle is notified, or automatically controlled to slow down or stop before reaching the platform area. Typically, however, the rail movement may be small and gradual, and the system monitoring may determine that there is movement, and allows the condition to be addressed or remediated before any danger occurs. Alternatively, the wireless monitoring device, such as the monitoring unit110,210may communicate signals to the gateway, or directly to another device or component. According to some other embodiments, railroad personnel, including those at a station or yard, or those on board the train or vehicle may have a device that receives the signals and/or alerts from the wireless monitoring devices. These may be smartphones with an application, or may be other specially configured devices. According to some embodiments, one or more smartphones may be configured as a gateway through which signals may be received from and/or communicated to a sensor, or exchanged between the smartphone and sensor, or another gateway (including from other sensors). The systems methods and devices also may be implemented in manual switch applications. The monitoring devices may be utilized in conjunction with track switches that reroute the train in another direction. The implementation locates a position monitoring device to generate a radar signal and report the signal to indicate how a switch is set. A manual switch points may be configured with the sensor. Embodiments include manual switches that are supplied or constructed with the position monitoring sensors, or existing manual switches that may be fitted with the position monitoring system. The position monitoring system determines how the switch is set and, preferably, also communicates this to the railroad's information systems. According to preferred implementations, the position sensor is placed on the moveable portion of the switch and uses the rail that does not move as a reference or target. The system also includes reporting so that the railroad's information system may obtain the switch positions in real-time. Embodiments also may provide the railroad's information about the status of all switches to be centrally maintained to ensure the switches have been correctly set after a switching operation. Manual switches are currently only locally flagged with a mechanical marker and no record of switch movements is maintained. The system and sensor may also provide a local communication to a smartphone app to provide feedback on the status to local railroad operators. The sensors may be configured with communications circuitry as discussed herein, and may report to a remote device, through a suitable communications protocol. This may be done through a local gateway, or other intermediary, or direct in some instances. According to an exemplary embodiment, a first arrangement of a switch900is depicted inFIGS.20and21. The section of track shows two main or stock rails901,902and a pair of switch rails or blades903,904. The stock rails901,902ultimately diverge after the switch900(to the right of the page, not shown) and typically form alternate track paths, including for example, a first track path and a second track path. The stock rails901,902typically will continue and diverge to form the outer rail of each of the respective first track path and second track path. Switching of the switch rails or blades903,904directs the train or railway vehicle to one track path or the other. The switch rails903,904may be connected by one or more rods or cross-linkages. Referring toFIG.20, the switch rails903,904are shown connected by a cross-linkages or rods906,907. There is a main rod906and a secondary rod907. The switch900includes a throw mechanism, which may include an operating mechanism, such as a motor, hydraulic, or pneumatic operator that may be used to throw the switch to an open or closed position. The operating mechanism for a number of switches involves a manual mechanism909. The operating mechanism909is connected to the main rod906to drive the rod906transversely relative to the track rails901,902in order to move the blades903,904to the desired position. An actuator arm911is shown connected to the cross-linking main rod906by means of a connector912. The actuator arm911is moved along with the transverse movement of the switch blade rails main rod member906(which is transverse relative to the longitudinal direction of the track rails901,902). The actuator arm911in the embodiment illustrated is shown connected to the signal flag or indicator914which points in a direction to correspond with the condition of the switch position—open or closed. According to typical manual switches, the actuator arm911is part of the mechanism that provides the indication of the switch condition, and also may be connected to an operator, such as a mechanical lever (909) or other operator, that is used to throw the switch track (the blades903,904) into the desired condition. According to a preferred embodiment, the position sensor110is mounted to generate a beam that is used to determine the distance between the sensor110and a target surface. The monitored movement, for example, according to a preferred embodiment may be the movement of the actuator arm911. The detection of the position of the actuator arm911can be used to make determinations of the switch position, and whether the switch900is in the appropriate position for an approaching or anticipated train or railway vehicle. As illustrated inFIG.20, a gateway160′, similar to the gateway160shown and described herein, is positioned in connection with the components of the switch900and is shown mounted adjacent the switch operating mechanism (909), and is covered by a housing915. The gateway160′ preferably receives the signals from the sensor110(not shown), and reports (through pushing or pulling of the information) from another communication link such as a network (internet, cellular, Wi-Fi, or other) in communication with the gateway160. The signal flag914preferably provided the signals, but in addition, the wireless monitoring unit110monitors the position of the track, and therefore may provide the condition of the switch (open or closed) to persons and equipment that are remote from the flag location or that are unable to view the flag914. Referring toFIG.21, the switch900is shown with the housing915removed to show the monitoring unit110which is underneath the housing915and protected thereby. The housing preferably includes a top915a, two sides915b,915cwhich have flanged edges915d,915efor mounting to adjacent sleepers1001,1002. The housing915preferably includes front and rear walls915f,915g, which protect the housed components, such as the radar monitoring unit110and any mounting components from dirt and debris, and other damage. The front wall915fand rear wall915gprovide target surfaces for the radar of monitoring unit110. In the embodiment illustrated, the monitoring unit110(and radar sensor therein) is shown inFIG.18being directed toward the front housing wall915f, and the wall915fserves as a target for determining the sensor signal and ultimately the switch position. The monitoring unit110is attached to the actuator arm911to monitor the switch movement. In the mounting configuration depicted, the monitoring unit110is shown having a mounting bracket portion1012for securing the monitoring unit110to the actuator arm911of the switch900. The actuator arm911makes a connection to the main cross-linkage or rod906(FIG.20) to control the throwing of the switch (i.e., the switch blades903,904shown inFIG.20). The bracket portion1012has a base1012a, and although not shown, preferably has a clamping piece that fits under the actuator arm911, and together with the base1012a, clamps the bracket portion1012to the arm911with the screws or bolts1021,1022. The clamping piece may have a arcuate recess therein to match the curvature of the actuator arm911. Alternatively, a u-bolt, or other fastener may be employed to secure the bracket portion to the switch actuator arm911. The bracket portion1012is shown having an upper flange1012bconnected to and supported by the base1012a. The monitoring unit110is configured to mount to the bracket portion1012, and preferably is secured to the flange1012busing a suitable mounting means, such as screws, adhesive, magnets, or combinations thereof. In the embodiment depicted, a mechanical operator909operates the switch900by moving the switch rail blades903,904via the actuator arm911through its connection to the main cross-linkage rod member906. A housing wall915f,915gserves as a target, and the monitoring unit provides a signal, which may be sent for monitoring via any of the mechanisms shown and or described herein, including such as, for example, through a gateway (e.g.,160′). The movement of the actuator arm911moves the monitoring unit110and there is therefore a change in the signal distance to the target (the housing wall915fin this implementation). The signals generated by the monitoring unit110are monitored to determine whether the switch blades903,904are thrown (and whether the switch track900is open or closed). In addition, the monitoring unit and configuration may also determine whether a switch has failed (e.g., decoupling of a linkage or other event), and is neither in an open or closed position, but is between positions. The housing915preferably is shown providing a mounting surface, such as the exterior side of the front wall915f, for mounting of the gateway160′. A protective flanged area formed from the side walls915b,915c, and upper wall915a, protects the gateway160′. Although the housing is depicted in an exemplary embodiment, the housing may be configured to provide additional protections to the sensor and gateway components. The housing according to some alternate embodiments may be constructed to allow passage of an actuator required to operate the switch, and may include a bottom (e.g., with weep holes) and one or more apertures in the walls to permit passage of the actuator arm (such as the arm911) to pass through. FIGS.22aand22bare schematic illustrations representing the switch track operation to show the monitoring unit and target. In the depictions ofFIGS.22aand22b, the representation of the housing is depicted to show a housing front wall915f(such as the front wall915fofFIG.20), which is shown relative to the sensor110′, carried on the mounting bracket1210′ which is schematically represented being mounted to the actuator arm911′. The depiction inFIG.22ashows a position where the switch track blades903,904are in the position shown inFIG.20. However, when the switch, such as the switch900(FIGS.20and21) is thrown, the sensor110′ moves with the actuator arm911′ the therefore is displaced at a different distance from the housing front wall915f, as represented by the position inFIG.22b. The signal distance of travel for the radar signal represented by arrows1051,1052inFIG.22ais shown relative to the sensor110′, where the front housing wall915fserves as a target T for the monitoring unit radar. The arrows1051,1052illustrate a beam direction and distance for a first condition where the actuator arm911′ and sensor110′ mounted thereon, is at a first position. InFIG.22b, the actuator arm911′ has moved forward, to throw the switch, and move the blades903,904to the switched position. The actuator arm911′ inFIG.22amoves to the right of the page to arrive at theFIG.22bposition. InFIGS.22aand22b, the actuator arm911′ is represented schematically and represents a segment of the actuator arm, and is shown without the connections to the lever used to throw the switch, and the connection to the main rod. The sensor110′ therefore moves along with the actuator arm911′ and the signal represented by the arrows1061,1062travels a shorter distance to the target, the housing front wall915f. The housing front wall915fdoes not move, and the switching operation, and position of the actuator911′ is monitored and determined based on the signals provided by the sensor110′. The track sensing is used to confirm the position (or condition) of the switch, and provide monitoring of the switch, including remote monitoring, to make sure the switch is in the position it is expected or supposed to be in. The monitoring units and devices110,210may be configured to provide ranges and accuracy suitable for the application being monitored. For example, the sensor unit radar detection may provide monitoring of distances that are accurate to within a couple of mm (e.g., within +/−2.5 mm. In addition, the units and devices are configured to use low power communications components, and for example, may implement Bluetooth 5 with extended range, or other low power wireless mesh for reliable connectivity in harsh conditions, and may utilize near field communication (NFC) to provide wireless touch technology to pair the monitoring unit and devices with a smartphone, gateway or other device. The monitoring units and devices also may be communicate with the gateways shown, as well as other devices, including via a cellular gateway or other third party gateways. The devices and monitoring units also are constructed for operation in a variety of temperature and weather conditions, including those in which the rail or other item being monitored is located or operating. According to the above embodiments and alternate embodiments, the system, methods and devices also are used to evaluate and monitor other track conditions. For example, embankments may be monitored to determine if the ground around the track has moved suddenly (possibly due a weather event) or slowly over time (ground slip). The position sensor may be installed on the ground that moves and uses a target, such as a reference stake, that does not move, or it is placed on a reference point and scans the field of view for distance changes. This approach may use a machine learning algorithm to interpret positions to monitor for movement. The information provided may be used to initiate an inspection or send an alert of possible track obstruction or loss of structure around the track necessary to support the load of a train. According to some embodiments, the system may communicate a signal to an on board train operating system to cause the train to stop before reaching the hazardous track condition. The devices, system and methods may be used to monitor bridges. For example, some bridges may be hit by road or marine vehicles potentially moving the bridge structure and misaligning the track. While an accelerometer can identify whether an impact has occurred, the ability to report subsequence misalignment is more important to determine the severity of the damage and the action required. According to some implementations, the sensor may be fixed to one part of the bridge using another part as a reference. The system, method and devices may be utilized to determine the condition of a tunnel through which railway vehicles pass. Tunnels may become deformed over time with side walls moving towards the track and potentially causing contact with a train. A position sensor may be mounted on any area of concern and determine the distance between the side wall and a train. In addition, the system, method and devices may be utilized in conjunction with monitoring platforms. The position sensor may be mounted to the track, and the platform structure as a reference can determine if the track has moved too close to the platform—possibly resulting in someone on the platform, standing close to the edge, being hit by a passing train. The movement of the track could be caused by track buckling for instance. The system may be configured to have the monitoring devices communicate the information, and also processing and generating a signal to a train in real-time where a train is or would otherwise be on a path to travel over the location where the condition has been indicated. According to other embodiments, the train may be slowed down through a communication transmitted to the train control system (through a cellular communication network, or other communication mechanism). The monitoring sensors shown and described herein may be configured and tested using a smartphone, and interfaces may be provided so that a smartphone using a suitable communication protocol to exchange information with the monitoring sensor. The smartphone app may be used to configure the monitoring device and to optimize/test installation. The system also may provide standardized reporting of the rail health. The system also may be configured to implement machine learning to automate anomaly identification and to predict movement over temperature. | 60,282 |
11858489 | DETAILED DESCRIPTION OF EXAMPLES FIG.1illustrates of an example machine, an example piece of lawn and garden equipment, shown as a zero turn radius (ZTR) lawnmower100. ZTR mower100ofFIG.1comprises a prime mover102, such as an air-cooled internal combustion engine, electric motor, etc., wherein prime mover102is supported on a chassis104. An operator seat106is coupled to chassis104forward of prime mover102, enabling an operator to control ZTR lawnmower100while seated in seat106and having their feet placed on footplate108. Two control levers110a,110bare configured to be pivotally actuated by the operator to enable forward movement, reverse movement, and turning of ZTR lawnmower100, as is well known in the art. Control levers110a,110bare coupled to respective hydrostatic transaxles (not shown) to power respective right and left drive wheels112. In lieu of hydrostatic transaxles, drive via independent pump and wheel motors or independent electric drive motors is also possible. Additionally, it is possible for a single transmission (hydraulic or otherwise) to drive both right and left drive wheels112. Two front caster wheels114a,114ballow the mower to be easily maneuvered in a zero turn radius fashion. In the example illustrated in which the illustrated machine comprises a lawnmower, a mower deck113is hung from chassis104, wherein the mower deck supports one or more mowing blades115powered by prime mover102. FIGS.2-3are partial views of various components of ZTR mower100. As shown byFIGS.2and3, chassis104comprises two longitudinal support beams116a,116b, a front cross beam118a, and a central plate121coupled to respective longitudinal support beams116a,116b. Chassis104also comprises a prime mover mounting plate120upon which prime mover102is coupled. Additionally, a suspended subframe105is pivotally mounted to chassis104about a pivot axis A at respective pivot points124a,124b. Suspended platform105supports thereon integrated hydrostatic transaxles130a,130b, which integrally contain both a hydraulic pump and a hydraulic motor therein for driving drive wheels112. Control cables132a,132bfor each control lever110a,110bare coupled to bell cranks134a,134bon respective hydrostatic transaxles130a,130b, which enables forward and reverse control of transaxles130a,130bin a manner known in the art. While cables132a,132bare shown, it is also possible for the connection between control levers110a,110band hydrostatic transaxles130a,130bto be via other types of suitable linkages. Suspended subframe105comprises longitudinal support beams122a,122b, wherein the distal ends of longitudinal support beams122a,122bare coupled to respective suspension devices126a,126b. Suspension devices126a,126bcould be any suitable suspension mechanism such as a coil-over-shock device, a dampener, etc. Suspension devices126a,126bare also coupled to respective supports128a,128bmounted on longitudinal support beams116a,116bof chassis104. With this configuration, subframe105is pivotally suspended from chassis104about pivot axis A such that drive wheels112are capable of substantially vertical translation as ZTR mower100moves over rough terrain, etc.FIG.2shows subframe105in a substantially compressed position, but it is to be understood that subframe105may typically be at angled at various positions with respect chassis104originating at pivot points124a,124b, generally dependent upon the presence of an operator, condition of the terrain, etc. As hydrostatic transaxles130a,130bare coupled to subframe105, they too are capable of vertical translation about pivot axis A. Conversely, because prime mover102is affixed to mounting plate120on chassis104, prime mover102does not move in concert with suspended subframe105. FIG.3is a top view of various example ZTR mower components. As discussed above with respect toFIG.2, suspended subframe105pivots about a pivot axis A from chassis104. Respective longitudinal support beams122a,122bof subframe105act to at least partially support hydrostatic transaxles130a,130b(collectively referred to as transaxles130), which are coupled to drive wheels through respective wheel hubs131a,131b. In order to transfer power from a prime mover (not shown) to the respective hydrostatic transaxles130a,130b, an engine drive pulley135is coupled to a power take-off (PTO) shaft of the prime mover and connected via a belt137using a pulley arrangement to be discussed in further detail below. A PTO clutch136is also coupled to the PTO shaft of the prime mover to drive the blades108of a mower deck104coupled to chassis104via a separate belt (also not shown). Belt137could be any suitable drive belt, but is preferably a double-A or double-V-type belt to allow the belt to drive pulleys on both its inside and outside surfaces. FIGS.4and5illustrate an example pulley arrangement141that guides and directs belt137so as to drive each of hydrostatic transaxles130. Pulley arrangement comprises idler pulleys138,140,142and drive pulleys144a,144b. Belt137runs from PTO clutch136to idler pulleys138,140, wherein idler pulleys138,140are mounted on central plate121of chassis104. Accordingly, idler pulleys138,140do not pivot about pivot axis A or otherwise move with vertical translation of suspended subframe105. From idler pulleys138,140, belt137runs to drive pulleys144a,144bon respective hydrostatic transaxles130a,130bin order to enable hydraulic drive of the transaxles130a,130b. Idler pulley142is coupled to a rear cross beam118bof subframe105to maintain tension and provide sufficient belt-wrap of belt137around drive pulleys144a,144b. As mentioned above, idler pulleys138,140are mounted on central plate121of chassis104, while drive pulleys144a,144bare coupled to hydrostatic transaxles130a,130b, meaning drive pulleys144a,144balso move in concert with any translation of suspended subframe105. As idler pulleys138,140are stationary (i.e., do not pivot with respect to pivot axis A) and drive pulleys144a,144bmove with suspended subframe105, the angle of belt137between these sets of pulleys changes with the various the suspension conditions of subframe105. Accordingly, proper placement of idler pulleys138,140is important to avoid significant changes in belt angle during operation of the mower, as such significant changes may cause belt137to “jump” during operation and disengage belt137from the drive system. FIGS.6and7illustrate examples for the placement of idler pulleys130,140. As shown byFIG.6, in one implementation, the rotational axes150of idler pulleys138,140are perpendicular to and substantially in line with pivot axis A of suspended subframe105. For the purposes of this embodiment, idler pulleys138,140being “substantially” in line with the pivot axis A may mean that the pulleys are directly in line with pivot axis A (with no perceivable offset, intersecting pivot axis A), within one pulley diameter forward of pivot axis A, or a greater distance forward of pivot axis A within the confines of chassis104. In the example illustrated inFIG.6, axes150of idler pulleys138,140are directly in line with pivot axis A, intersecting pivot axis A. As a result, as indicated by radius lines152, the belt angle between idler pulleys138,140and drive pulleys144a,144bis as small as possible, regardless of the suspension condition of subframe105. In other words, the length of belt137insubstantially changes or does not change in response to the pivoting of subframe105. Because the length of belt137does not change despite the pivoting of subframe105, the risk of belt105jumping and becoming disengaged from any of the pulleys of the pulley arrangement141is reduced. FIG.7is a top view of portions of mower100illustrating alternative positions for idler pulleys138,140. In other implementations, the rotational axes150of idler pulleys138,140may be spaced, forwardly or rearwardly, from pivot axis A by a distance D of up to 1.5 times the diameter of at least one of idler pulleys138,140. In such implementations, the length of belt may more substantially change as subframe105pivots, possibly requiring more robust and complex belt take up assemblies. In some implementations, idler pulleys138,140may alternatively be set slightly closer to the front of the mower (i.e., in the direction of control levers110a,110b. For example, in one implementation, idler pulleys138,140may have rotational axes150′ which are located less than or equal to 1 inch of pivot axis A as shown inFIG.6. In other implementations, idler pulleys138,140may be positioned a distance of one pulley diameter forward of pivot axis A without substantial changing the complexity of the system. As illustratingFIG.7, in some implementations, idler pulleys138,140may be positioned even further forward of pivot axis A (by greater than one pulley diameter) depending on the overall layout of the mower and intervening components, but this again may add to the complexity of the belt take-up assembly. FIGS.4and5illustrate one example belt take-up assembly190for taking up slack in belt187that may result from the pivoting of subframe105about pivot axis A. Belt take-up assembly190helps maintains belt tension on the system (i.e., “take-up”). In the example illustrated, belt take up assembly190comprises a movable support that movably supports the rotational axis of at least one of idler pulleys138,140for movement between different positions to relocate the rotational axis and a bias mechanism resiliently biasing the idler pulley towards a predefined position for the rotational axis. In the example illustrated, the movable support comprises an idler arm194having a first end portion pivotally coupled to chassis104for pivotal movement about axis195, a central portion rotatably supporting the idler pulley, idler pulley140for rotation about axis150and a second end portion resiliently biased towards a preset a predefined position. In the example illustrated, the bias mechanism comprises a tension spring196interconnecting the second end portion of arm194and chassis104. During pivoting of subframe105, spring196stretches or constricts as the rotational axis pulley140changes to accommodate the change in the length of segments or strands197of belt187, extending between the idler pulleys138,140and the drive pulleys144aand144b. In other implementations, belt take up assembly190may have other configurations. FIGS.8-13illustrate an example parking brake system200for mower100. Parking brake system200is configured to brake wheels112when the mower100is in a parked or stopped position. Parking brake system200comprises flexible cable202, control arm interface204, cable mount206and brake interface208. Flexible cable202extends between control arm110a(shown inFIGS.1-3) and each of hydrostatic transaxles130so as to transmit motion of control arm110ato an internally located braking mechanism within each of hydrostatic transaxles130. In the example illustrated, flexible cable202comprises a Bowden cable, a cable comprising an inner flexible cable210and an outer guiding sheath212(shown inFIG.12). The inner flexible cable210is connected to the control arm interface204and the brake interface208at opposite ends, wherein the inner flexible cable is pushed and pulled through, along and relative to the outer flexible sheath212. The outer flexible sheath212has a first end214(as shown inFIG.11) fixedly coupled to chassis104proximate to control arm interface204and a second end216fixedly coupled to cable mount206supported by subframe105. The outer flexible sheath212has sufficient slack between its ends such that the outer flexible sheath may accommodate movement of cable mount206resulting from pivotal movement of suspension105 FIG.11illustrates control arm interface204in more detail. Control arm interface204comprises rod220and bell crank bracket222. Rod220is coupled between control arm110aand bell crank bracket222. In one implementation, rod220is affixed at one end to control arm110aand a second end to bell crank bracket222. Bell crank bracket222comprises a bracket pivotably coupled to chassis104for rotation about axis226. Bracket222is connected to rod220on a first side of axis226and is connected to flexible cable210on a second side of axis226. As shown byFIG.12, pivoting of control arm110aoutwards, about axis230drives rod220in the direction indicated by arrow232which results in bell crank bracket222being rotated in the direction indicated by arrow234. Rotation of bell crank bracket222and the direction indicated by arrow232results in table210being pulled through and relative to sheath212in the direction indicated by arrow236. Such motion is transmitted through an along sheath212to brake interface208. Cable mount206comprises a structure affixed to and carried by subframe105so as to pivot with subframe105. Cable mount206secures end216of sheath212to subframe105. Cable mount206ensures that the sheath about flexible cable210also moves with the pivoting of subframe105, wherein the actual length of the flexible cable210within sheath212does not change. Brake interface208comprises one or more structures interconnecting flexible cable216. Brake interface208comprises spring250, bracket252, lever254and bias256. Spring250comprises a tension spring connected between cable210and bracket252. Spring250exerts a bias through flexible cable210to bell crank bracket222, opposing outward pivoting of control arm110a. Spring250further transmits motion of cable210to bracket252. Bracket252comprises a non-flexible frame or member that interconnects spring250and lever254. Bracket252further interconnects spring250to a second lever254associated with the other hydrostatic transaxle131b. In the example illustrated, bracket252comprises an inflexible or rigid U-shaped frame having opposing spaced legs extending on opposite sides of PTO clutch136and connected to each of the levers254of the two hydrostatic transaxles131. In other implementations, bracket252may have other configurations. Lever254comprises a rigid brake engaging member pivotally connected to bracket252at one end and connected to a shaft or rod that rotates about axis260and that extends into the respective transaxle130a,130bto an internal cog or other component (not shown) within transaxles130a,130bwhen in the “park” position to prevent rotation of the drive wheels. Spring256comprise a tension spring having one end connected to or affixed relative to an outer housing of the respective transaxle130and having another end connected to lever254to bias lever254to a predefined position, such as a position in which the internal brake of the transaxle130is disengaged. In other implementations, other mechanisms may be utilized to bias lever254to a predefined position. Due to the suspended nature of subframe105, it is important that U-shaped frame150remain stationary relative to transaxles130a,130bunless actuated by the user to apply the parking brake. Accordingly, while flexible cable210may move with corresponding pivotal movement of subframe105, spring152and U-shaped frame150are mounted only to components of subframe105such that translation of the suspension system alone does not move levers254and inadvertently actuate the cogs or other components within transaxles130a,130bto actuate the brake while the mower is moving. FIG.14illustrates hydrostatic transaxle330, an alternative implementation of hydrostatic transaxle130aor130b. Transaxle330is similar to transaxle130except that transaxle330has an external braking mechanism comprising gear370and brake372. Gear370is affixed to a shaft and operably coupled to the output shaft of transaxle330and wheel112. Brake372comprises a curved toothed brake engagement member pivotable about axis378between a gear engaging, braking position and a withdrawn, brake disengaged position. In such an implementation, bracket252(shown inFIG.13) is pivotally connected to brake372at connection380. In one of limitation, bracket252is pivotally connected to brake372at connection380for each of the two transaxles330. Similar to lever254, brake372is resiliently biased towards a withdrawn position by spring256. In operation, in response to lever arm110abeing pivoted outward about axis230as shown inFIG.12, flexible cable210is pulled to pull up on spring250. Spring250pulls upon bracket250which pivots brake372, against the bias of spring256, into braking engagement with gear370. Pivoting of control arm110ato the inner position shown inFIG.11results in bracket252pivoting brake372about axis378away from and out of engagement with brake370. Such withdrawal to the brake disengaged position is further assisted by the bias of spring256. Although the present disclosure has been described with reference to example implementations, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the claimed subject matter. For example, although the pulley arrangement and the parking brake system are illustrated as being utilized as part of a riding lawnmower such as a zero turn radius mower, in other implementations, we discussed pulley arrangement and parking brake system may be employed and other machines or other pieces of lawn and garden equipment which employ a suspension that carries drive devices that are driven by a prime mover. Although different example implementations may have been described as including one or more features providing one or more benefits, it is contemplated that the described features may be interchanged with one another or alternatively be combined with one another in the described example implementations or in other alternative implementations. Because the technology of the present disclosure is relatively complex, not all changes in the technology are foreseeable. The present disclosure described with reference to the example implementations and set forth in the following claims is manifestly intended to be as broad as possible. For example, unless specifically otherwise noted, the claims reciting a single particular element also encompass a plurality of such particular elements. | 18,074 |
11858490 | DESCRIPTION OF EMBODIMENT Hereinafter, exemplary embodiments of the present disclosure, which is first embodiment and second embodiment, will be disclosed. The configurations of the embodiment shown below, and the operations and results (effects) provided by the configurations are merely examples. The present disclosure can also be realized with configurations other than the configurations disclosed in the following embodiments. Furthermore, according to the present disclosure, it is possible to obtain at least one of the various effects (including derivative effects) obtained by the following configuration. First Embodiment In a first embodiment, a vehicle braking device in which a disc brake EPB is applied to the rear wheel system will be described in this example.FIG.1is a schematic view showing an overall outline of a vehicle braking device of the first embodiment.FIG.2is a schematic cross-sectional view of a wheel brake mechanism of the rear wheel system provided in the vehicle braking device of the first embodiment. As shown inFIG.1, the vehicle braking device of the first embodiment includes a service brake1that generates a service brake force, which is hydraulic braking force, in response to the pedaling force of the driver, and an EPB2for regulating the movement of the vehicle when the vehicle is parked or the like. The service brake1is a hydraulic brake mechanism (also referred to as a hydraulic braking device) that generates brake hydraulic pressure based on the driver's depression of the brake pedal3and generates service brake force based on this brake hydraulic pressure. Specifically, the service brake1boosts the pedaling force corresponding to the depression of the brake pedal3by the driver with a booster4, and then generates a brake hydraulic pressure corresponding to the boosted pedaling force in a master cylinder (hereinafter referred to as M/C)5. Then, the brake hydraulic pressure is transmitted to a wheel cylinder (hereinafter, referred to as W/C)6provided in a wheel brake mechanism of each wheel to generate a service brake force. Furthermore, an actuator7for controlling brake hydraulic pressure is provided between the M/C5and the W/C6. The actuator7adjusts the service brake force generated by the service brake1and performs various controls (e.g., anti-skid control etc.) for improving the safety of the vehicle. Various controls using the actuator7are executed by an electronic stability control—an electric control unit (ESC-ECU)8that controls the service brake force. For example, the ESC-ECU8outputs a control current for controlling various control valves provided in the actuator7and a motor for driving the pump to control the hydraulic circuit provided in the actuator7, and control the W/C pressure transmitted to the W/C6. Wheel slip is thereby avoided, for example, and the safety of the vehicle is improved. For example, the actuator7is configured to include, for each wheel, a pressure increasing control valve that controls the application of the brake hydraulic pressure generated in the M/C5or the brake hydraulic pressure generated by the pump drive with respect to the W/C6, a pressure decreasing control valve that decreases the W/C pressure by supplying brake fluid in each W/C6to a reservoir, and the like, and performs pressure increasing, maintaining, and decreasing control of the W/C pressure. Furthermore, the actuator7can realize the automatic pressurizing function of the service brake1, and based on the control of the pump drive and various control valves, can automatically pressurize the W/C6even when there is no brake operation. Details of the hydraulic braking device including the actuator7will be described later with reference toFIG.3. On the other hand, the EPB2generates electric parking brake force (hereinafter, also referred to as “electric braking force” and “electric brake force”) by driving the wheel brake mechanism by the EPB motor10, and is configured to have an EPB-ECU9that controls the drive of the EPB motor10. The EPB-ECU9and the ESC-ECU8transmit and receive information by, for example, Controller Area Network (CAN) communication. The wheel brake mechanism is a mechanical structure that generates a brake force in the vehicle braking device of the first embodiment, and has a structure in which a wheel brake mechanism of the front wheel system first generates a service brake force by the operation of the service brake1. On the other hand, the wheel brake mechanism of the rear wheel system has a common structure that generates a brake force for both the operation of the service brake1and the operation of the EPB2. The wheel brake mechanism of the front wheel system is a wheel brake mechanism that has been conventionally used in general, in which a mechanism for generating the electric brake force based on the operation of the EPB2is omitted, as opposed to the wheel brake mechanism of the rear wheel system, and thus the description thereof will be omitted here, and the wheel brake mechanism of the rear wheel system will be described below. In the wheel brake mechanism of the rear wheel system, not only when the service brake1is operated but also when the EPB2is operated, the brake pad11, which is the friction material shown inFIG.2, is pressed to sandwich the brake disc12(12RL,12RR,12FR,12FL) which is a friction object material by the brake pad11, thus generating a friction force between the brake pad11and the brake disc12, and generating a brake force. Specifically, the wheel brake mechanism rotates the EPB motor10directly fixed to the body14of the W/C6for pressing the brake pad11as shown inFIG.2in the caliper13shown inFIG.1to rotate the spur gear15provided on a drive shaft10aof the EPB motor10. Then, the brake pad11is moved by transmitting the rotational force (output) of the EPB motor10to a spur gear16engaged with the spur gear15, and the electric brake force by the EPB2is generated. In the caliper13, in addition to the W/C6and the brake pad11, a part of the end face of the brake disc12is housed so as to be sandwiched by the brake pad11. The W/C6can generate the W/C pressure in a hollow portion14a, which is the brake fluid storage chamber, by introducing the brake hydraulic pressure into the hollow portion14aof the cylindrical body14through a passage14b, and is configured to include a rotary shaft17, a propulsion shaft18, a piston19, and the like in the hollow portion14a. The rotary shaft17has one end connected to the spur gear16through an insertion hole14cformed in the body14, so that when the spur gear16is rotated, the rotary shaft17is rotated with the rotation of the spur gear16. A male screw groove17ais formed on the outer peripheral surface of the rotary shaft17at the end of the rotary shaft17opposite to the end connected to the spur gear16. On the other hand, the other end of the rotary shaft17is axially supported by being inserted into the insertion hole14c. Specifically, the insertion hole14cis provided with a bearing21together with an O-ring20, so that the O-ring20prevents the brake fluid from leaking out between the rotary shaft17and the inner wall surface of the insertion hole14c, and the bearing21axially supports the other end of the rotary shaft17. The propulsion shaft18is configured by a nut including a hollow tubular member, and has a female screw groove18ato be screw fitted with the male screw groove17aof the rotary shaft17formed on the inner wall surface. The propulsion shaft18is configured, for example, in a circular column shape or a polygonal column shape provided with a key for preventing rotation, so that even if the rotary shaft17is rotated, it cannot be rotated about the rotation center of the rotary shaft17. Therefore, when the rotary shaft17is rotated, the rotational force of the rotary shaft17is converted to a force for moving the propulsion shaft18in the axial direction of the rotary shaft17by the engagement between the male screw groove17aand the female screw groove18a. When the drive of the EPB motor10is stopped, the propulsion shaft18stops at the same position due to the frictional force from the engagement between the male screw groove17aand the female screw groove18a, where if the drive of the EPB motor10is stopped when the target electric brake force is obtained, the propulsion shaft18can be held at that position, desired electric brake force can be maintained and self-locking (hereinafter simply referred to as “lock”) can be performed. The piston19is arranged so as to surround the outer periphery of the propulsion shaft18, and is formed by a bottomed cylindrical member or a polygonal cylindrical member and arranged such that the outer peripheral surface comes into contact with the inner wall surface of the hollow portion14aformed in the body14. A structure is such that a seal member22is provided on the inner wall surface of the body14and W/C pressure can be applied to the end face of the piston19so that brake fluid does not leak out between the outer peripheral surface of the piston19and the inner wall surface of the body14. The seal member22is used to generate a reaction force for returning the piston19at the time of release control after the lock control. Since the seal member22is provided, basically, even if the brake pad11and the piston19are pushed in within a range not exceeding the elastic deformation amount of the seal member22by the tilted brake disc12during turning, they are pushed back toward the brake disc12so that the gap between the brake disc12and the brake pad11is held at a predetermined clearance. In addition, to prevent the piston19from rotating about the rotation center of the rotary shaft17even if the rotary shaft17rotates, when the propulsion shaft18is provided with a rotation prevention key, the piston is provided with a key groove in which the key slides, and when the propulsion shaft18has a polygonal column shape, the piston has a polygonal cylindrical shape corresponding thereto. The brake pad11is arranged at the distal end of the piston19, and the brake pad11is moved in the left-right direction in the plane of drawing accompanying the movement of the piston19. Specifically, the piston19is movable in the left direction in the plane of drawing accompanying the movement of the propulsion shaft18, and is movable in the left direction in the plane of drawing independently from the propulsion shaft18when the W/C pressure is applied to the end of the piston19(the end opposite to the end where the brake pad11is arranged). Then, if the brake hydraulic pressure in the hollow portion14ais not applied (W/C pressure=0) when the propulsion shaft18is at the release position (the state before the EPB motor10is rotated), which is the standby position in the normal release, the piston19is moved in the right direction in the plane of drawing by the elastic force of the seal member22to be described later, and the brake pad11can be separated away from the brake disc12. Furthermore, when the EPB motor10is rotated and the propulsion shaft18is moved in the left direction in the plane of drawing from the initial position, even if the W/C pressure becomes 0, the movement of the piston19in the right direction in the plane of drawing is regulated by the moved propulsion shaft18and the brake pad11is held in place. In the wheel brake mechanism configured as described above, when the service brake1is operated, the piston19is moved in the left direction in the plane of drawing based on the W/C pressure generated thereby so that the brake pad11is pressed against the brake disc12and the service brake force is generated. Furthermore, when the EPB2is operated, the spur gear15is rotated by driving the EPB motor10, and the spur gear16and the rotary shaft17are accordingly rotated, so that the propulsion shaft18is moved toward the brake disc12(left direction in the plane of drawing) based on the engagement between the male screw groove17aand the female screw groove18a. The distal end of the propulsion shaft18thereby comes into contact with the bottom surface of the piston19and presses the piston19, whereby the piston19is also moved in the same direction, so that the brake pad11is pressed against the brake disc12and an electric brake force is generated. Therefore, a shared wheel brake mechanism that generates a brake force for both the operation of the service brake1and the operation of the EPB2can be adopted. Furthermore, it is possible to confirm the generation state of the electric braking force by the EPB2or recognize the current detection value by confirming the current detection value of the current sensor (not shown) for detecting the current through the EPB motor10. A longitudinal acceleration sensor25detects acceleration in the longitudinal direction (traveling direction) of the vehicle and inputs a detection signal to the EPB-ECU9. An M/C pressure sensor26detects the M/C pressure in the M/C5and inputs a detection signal to the EPB-ECU9. A temperature sensor28detects the temperature of the wheel brake mechanism (e.g., a brake disc) and inputs a detection signal to the EPB-ECU9. A wheel speed sensor29detects the rotation speed of each wheel and inputs a detection signal to the EPB-ECU9. Although the wheel speed sensor29is actually provided one for each wheel, detailed illustration and description thereof will be omitted here. The EPB-ECU9is configured by a well-known microcomputer equipped with Central Processing Unit (CPU), Read Only Memory (ROM), Random Access Memory (RAM), I/O, and the like, and performs parking brake control by controlling the rotation of the EPB motor10following the program stored in the ROM and the like. The EPB-ECU9inputs, for example, a signal corresponding to the operation state of an operation switch (SW)23provided on an instrumental panel (not shown) in the vehicle compartment, and drives the EPB motor10according to the operation state of the operation SW23. Furthermore, the EPB-ECU9executes lock control, release control, and the like based on the current detection value of the EPB motor10, and recognizes that the lock control is being performed based on the control state or that the wheel is in the lock state by the lock control, and that the release control is being performed or that the wheel is in the release state. or EPB release state, by the release control. Then, the EPB-ECU9outputs a signal for performing various displays to an indicator lamp24provided on the instrumental panel. The vehicle braking device configured as described above basically performs an operation of generating a braking force in the vehicle by generating the service brake force by the service brake1when the vehicle is traveling. Moreover, when the vehicle is stopped by the service brake1, the driver performs operations such as pressing the operation SW23to operate the EPB2and generate the electric brake force thus maintaining the stationary state, and then releasing the electric brake force thereafter. That is, as the operation of the service brake1, when the driver operates the brake pedal3while the vehicle is traveling, the brake hydraulic pressure generated in the M/C5is transmitted to the W/C6thus generating the service brake force. Moreover, as the operation of the EPB2, the piston19is moved by driving the EPB motor10, and the electric brake force is generated by pressing the brake pad11against the brake disc12to have the wheels in the lock state, or the electric brake force is released by separating the brake pad11from the brake disc12to have the wheels in the release state. Specifically, the electric brake force is generated or released by the lock/release control. In the lock control, the EPB2is operated by forward rotating the EPB motor10, the rotation of the EPB motor10is stopped at a position where a desired electric brake force can be generated by the EPB2, and this state is maintained. A desired electric brake force is thereby generated. In the release control, the EPB2is operated by reverse rotating the EPB motor10, and the electric brake force generated in the EPB2is released. FIG.3is a configuration diagram showing a schematic configuration of the hydraulic braking device and the electric braking device according to the first embodiment. As illustrated inFIG.3, the vehicle braking device according to the first embodiment includes a hydraulic braking device60configured to be able to apply a braking force (friction braking torque) to four wheels50RL,50RR,50FR, and50FL, and an EPB2(FIG.1) including the EPB motor10configured to be able to apply a braking force to two wheels50RL and50RR. The hydraulic braking device60includes four wheel cylinders6, pressure adjusting units34RL,34RR,34FR and34FL, and a reflux mechanism37. Each of the four wheel cylinders6is a mechanism that pressurizes the brake pads (FIG.1) to apply braking force to the wheels50RL,50RR,50FR, and50FL. The pressure adjusting units34RL,34RR,34FR and34FL are mechanisms for adjusting the hydraulic pressure applied to the corresponding wheel cylinder6, respectively. The reflux mechanism37is a mechanism that returns the fluid (working fluid) serving as a medium for generating the hydraulic pressure toward the upstream side. The differential pressure control valves33R and33F open and close under the control of the ESC-ECU8(seeFIG.1). The pressure adjusting units34RL,34RR,34FR, and34FL each includes electromagnetic valves35and36capable of electrically switching between the open state and the closed state. The electromagnetic valves35and36are provided between the differential pressure control valve33and a reservoir41. The electromagnetic valve35is connected to the differential pressure control valves33R,33F, and the electromagnetic valve36is connected to the reservoir41. The electromagnetic valves35and36open and close under the control of the ESC-ECU8to increase, maintain, or decrease the pressure generated by the wheel cylinder6. The reflux mechanism37includes the reservoir41and a pump39, and a pump motor40that rotates the front-side and rear-side pumps39to transport the fluid toward the upstream side. One of each of the reservoir41and the pump39is provided in correspondence with the combination of the pressure adjusting units34RL and34RR and the combination of the pressure adjusting units34FR and34FL. Here, in the first embodiment, the EPB motor10driven under the control of the EPB-ECU9(FIG.2) is connected to each of the two wheel cylinders6on the rear side. Thus, in the first embodiment, the brake pads11(FIG.2) of the two wheel cylinders6on the rear side are pressurized in response to the drive of the EPB motor10, so that the electric braking force is applied to the wheels50RL and50RR on the rear side. Therefore, in the first embodiment, the two wheel cylinders6on the rear side and the two EPB motors10connected to these two wheel cylinders6function as EPB2capable of generating a parking braking force separate from the hydraulic braking force by the hydraulic braking device60. Here, the details of the control of the ESC-ECU8and the EPB-ECU9will be described. The ESC-ECU8and the EPB-ECU9are applied to a vehicle including a hydraulic braking device that presses the brake pad11(braking member) with hydraulic pressure toward the brake disc12(member to be braked) that rotates integrally with the wheels and generates a hydraulic braking force, for the front and rear wheels of the vehicle, and an electric braking device that presses the brake pad11by driving the EPB motor10toward the brake disc12and generates an electric braking force, for an electric braking wheel of either the front wheel and the rear wheel. Then, when the execution of the brake hold control for maintaining a stationary state is permitted in a situation where the vehicle is maintained in the stationary state by the hydraulic braking force generated by the hydraulic braking device60, the ESC-ECU8and the EPB-ECU9execute the following brake hold control. The EPB-ECU9drives the EPB2to move the propulsion shaft18toward the brake disc12and bring it into contact with the piston19of the rear wheels, which is electric braking wheels, and calculates a target braking force for maintaining the stationary state of the vehicle. In addition, the EPB-ECU9calculates a required hydraulic braking force applied to the front wheels, which is non-electric braking wheels, by subtracting a value of a first braking force that is the electric braking force is generated by the EPB2in the absence the hydraulic braking force after the propulsion shaft18contacts with the piston19from the target braking force. The ESC-ECU8controls the differential pressure control valve33F (FIG.3) in the hydraulic braking device60connected to the front wheels to generate the required hydraulic braking force. Furthermore, when a value of the required hydraulic braking force obtained by subtracting the first braking force in the absence the hydraulic braking force after the propulsion shaft18contacts with the piston19from the target braking force is less than or equal to zero, the ESC-ECU8controls the differential pressure control valve33F in the hydraulic braking device60connected to the front wheels so that no hydraulic braking force is generated on the front wheels. Moreover, when the hydraulic braking force generated by the hydraulic brake operation increases during the execution of the brake hold control, the ESC-ECU8and the EPB-ECU9again execute the brake hold control from the beginning. Next, with reference toFIG.4, the state of operation of each configuration when the brake hold function is executed in the first embodiment will be described.FIG.4is a timing chart showing the state of operation of each configuration when the brake hold function is executed by the vehicle braking device of the first embodiment. InFIGS.4A to4G, the horizontal axis represents time. InFIG.4(a), the vertical axis represents the hydraulic brake operation amount (the amount of depression of the brake pedal3). InFIG.4(b), the vertical axis represents the presence/absence (ON/OFF) of the brake hold (BH) instruction (BH start operation by the operation SW23). InFIG.4C, the vertical axis represents the energized state (energized/de-energized) of the differential pressure control valve33F connected to the front wheels. InFIG.4D, the vertical axis represents the energized state (energized/de-energized) of the differential pressure control valve33R connected to the rear wheels. InFIG.4E, the vertical axis represents the current value (current detection value) through the EPB motor10. InFIG.4F, the vertical axis represents the braking force applied to the front wheels. InFIG.4G, the vertical axis represents the braking force applied to the rear wheels. It is assumed that while the vehicle is in the stationary state, as shown inFIG.4A, the driver performs the first hydraulic brake operation from time t1to time t7, and then performs the second hydraulic brake operation stronger than the first time from time t8to time t14. Furthermore, as shown inFIG.4B, it is assumed that the driver gives a BH instruction (BH start operation by the operation SW23) at time t3, and then the ON state of the BH instruction continues. In that case, the EPB-ECU9drives the EPB2to operate the EPB motor10to move the propulsion shaft18(FIG.2) toward the brake disc12and bring it into contact with the piston19provided with the rear wheels (time t3to t4inFIG.4E). Thus, for the rear wheels, even if the hydraulic pressure applied to the rear wheels decreases thereafter (after time t5inFIG.4A), an electric braking force substantially the same as the hydraulic braking force up to that point can be generated (FIG.4G). Next, the EPB-ECU9calculates the target braking force for maintaining the stationary state of the vehicle. For example, the target braking force is determined by using the road gradient calculated from the detection values of the longitudinal acceleration sensors. In addition, the EPB-ECU9calculates the required hydraulic braking force applied to the front wheels by subtracting the first braking force that is the electric braking force is generated by EPB2in the absence the hydraulic braking force after the propulsion shaft18contacts with the piston19from the target braking force. Then, the ESC-ECU8controls the differential pressure control valve33F (FIG.3) in the hydraulic braking device connected to the front wheels60so that the required hydraulic braking force is applied to the front wheels. Thus, even if the hydraulic brake operation amount starts to decrease from time t5and becomes zero at t7(FIG.4A), the braking force applied to the front wheels starts to decrease from time t5and becomes the required hydraulic braking force at time t6, and thereafter, maintains the required hydraulic braking force (FIG.4F). Moreover, when the driver performs the second hydraulic brake operation stronger than the first time from time t8to time t14during the execution of the brake hold control, the ESC-ECU8and the EPB-ECU9again execute the brake hold control from the beginning. That is, the EPB-ECU9first drives the EPB2to operate the EPB motor10to move the propulsion shaft18(FIG.2) toward the brake disc12and bring it into contact with the piston19for the rear wheels (time t11to t12inFIG.4E). Thus, for the rear wheels, even if the hydraulic pressure applied to the rear wheels decreases thereafter (after time t13inFIG.4A), an electric braking force substantially the same as the hydraulic braking force up to that point can be generated (FIG.4G). That is, the electric braking force after time t13can be made larger than the electric braking force from time t5to time t10(FIG.4G). In addition, the EPB-ECU9calculates the required hydraulic braking force applied to the front wheels by subtracting the first braking force generated by EPB2in the absence of hydraulic pressure after the propulsion shaft18contacts with the piston19from the target braking force. At this time, when the calculated required hydraulic braking force is less than or equal to zero, the ESC-ECU8controls the differential pressure control valve33F in the hydraulic braking device60connected to the front wheels so that no hydraulic braking force is applied to the front wheels. As a result, as shown inFIG.4F, the braking force applied to the front wheels starts to decrease from time t13and becomes zero at time t14. However, after time t14, even if the braking force applied to the front wheels is zero (FIG.4F), the braking force applied to the rear wheels is large (FIG.4G), and the braking force for maintaining the stationary state is secured for the vehicle as a whole. Next, the process executed by the brake control device will be described with reference toFIG.5.FIG.5is a flowchart showing a process executed by the brake control device of the first embodiment. First, the driver starts the first hydraulic brake operation (step S1inFIG.5: time t1inFIG.4A). Next, when the operation unit (operation SW23) is operated by the driver to instruct the execution of the brake hold function (step S2inFIG.5: time t3inFIG.4B), the EPB-ECU9drives the EPB2to operate the EPB motor10to move the propulsion shaft18toward the brake disc12and bring it into contact with the piston19connected to the rear wheels (step S3inFIG.5: time t3to t4inFIG.4E). Next, the EPB-ECU9calculates the target braking force for maintaining the stationary state of the vehicle (step S4inFIG.5). Next, the EPB-ECU9calculates the first braking force generated by the EPB2in the absence of hydraulic pressure (step S5inFIG.5). For example, the first braking force is the same as the hydraulic braking force after the propulsion shaft18contacts with the piston19. Next, the EPB-ECU9calculates the required hydraulic braking force by subtracting the electric braking force calculated in step S5from the target braking force calculated in step S4(step S6inFIG.5). Next, the ESC-ECU8controls the differential pressure control valve33F (FIG.3) in the hydraulic braking device60connected the front wheels so that the required hydraulic braking force calculated in step S6is applied to the front wheels (step S7inFIG.5). Next, the driver terminates the first hydraulic brake operation (step S8inFIG.5: time t7inFIG.4A). According to the above control, as shown inFIG.4G, the braking force applied to the rear wheels is maintained even after time t5when the driver starts to loosen the hydraulic brake operation. Furthermore, as shown inFIG.4F, the braking force applied to the front wheels is maintained by the required hydraulic braking force from time t6to time t9. The driver then initiates a second hydraulic brake operation (step S9inFIG.5: time t9inFIG.4A). Next, when the hydraulic brake operation amount reaches its peak (time t11inFIG.4A), the EPB-ECU9drives the EPB2to operate EPB motor10to move the propulsion shaft18toward the brake disc12and bring it into contact with the piston19for the rear wheels (step S10inFIG.5: time t11to t12inFIG.4E). Next, the EPB-ECU9calculates the first braking force that is the electric braking force, which can be identical with the original hydraulic braking force, generated by the EPB2in the absence of hydraulic pressure (step S11inFIG.5). Next, the EPB-ECU9calculates the required hydraulic braking force applied to the front wheels by subtracting the first braking force calculated in step S11from the target braking force calculated in step S4(step S12inFIG.5). Next, the ESC-ECU8controls the differential pressure control valve33F (FIG.3) in the hydraulic braking device60connected to the front wheels so that the required hydraulic braking force calculated in step S12is applied to the front wheels (step S13inFIG.5). Next, the driver terminates the second hydraulic brake operation (step S14inFIG.5: time t14inFIG.4A). According to the above control, as shown inFIG.4G, the braking force applied to the rear wheels is maintained even after time t13when the driver starts to loosen the hydraulic brake operation. Furthermore, as shown inFIG.4F, the braking force applied to the front wheels becomes zero after time t14. As described above, according to the brake control device of the first embodiment, the brake hold function can be realized with low power consumption by using the EPB2. That is, for example, as shown inFIG.4C, the differential pressure control valve33F connected to the front wheels can be energized from time t3to time t12. On the other hand, in the first method of the prior art described above, the differential pressure control valve connected to the front wheels had to be energized while the BH instruction is ON (FIG.4B), resulting in large power consumption. Furthermore, as shown inFIG.4D, it is not necessary to energize the differential pressure control valve33R connected to the rear wheels. On the other hand, in the first method, the differential pressure control valve connected to the rear wheels had to be energized while the BH instruction was ON (FIG.4B), resulting in large power consumption. L2shown inFIG.4Gis a target value of the braking force applied to the rear wheels in the first method. According to the brake control device of the first embodiment, the braking force applied to the rear wheels larger than L2can be maintained even after the time t5when the driver starts to loosen the hydraulic brake operation by simply driving the EPB motor10from time t3to time t4, and thus it is efficient. Furthermore, larger braking force applied to the rear wheels can be maintained even after the time t13when the driver starts to loosen the hydraulic brake operation by simply driving the EPB motor10from time t11to time t12, and thus it is efficient. L1shown inFIG.4Fis a target value of the braking force applied to the front wheels in the first method. According to the brake control device of the first embodiment, the braking force applied to the rear wheels can be maintained larger than L2from time t6to time t9(FIG.4G), and hence the braking force applied to the front wheels (FIG.4F) can be made smaller than L1, whereby power consumption can be reduced accordingly. Furthermore, in the second method of the prior art described above, there is a problem that since the electric brake force required to maintain the stationary state is calculated and generated independently by the EPB separately from the hydraulic pressure, an extra braking force is generated, and therefore, an extra power consumption is generated. However, according to the brake control device of the first embodiment, when the brake hold function is executed, the hydraulic braking force applied to the front wheels is reduced by the amount of the large electric braking force applied to the rear wheels, so that such extra braking force and power consumption are not generated. Furthermore, in the prior art, there is a method of holding the hydraulic braking force for a predetermined time and then switching to the electric braking force when executing the brake hold function, but the differential pressure control valve needs to be continuously energized during a predetermined time for holding the hydraulic braking force, resulting in large power consumption. On the other hand, according to the brake control device of the first embodiment, when executing the brake hold function, the differential pressure control valve connected to the rear wheels does not need to be energized at all, and the differential pressure control valve connected to the front wheels also does not need to be energized after time t12in the example ofFIG.4, and thus the power consumption can be prevented small. Moreover, in the first method, even if the differential pressure control valve is continuously energized in order to maintain the stationary state, due to structural reasons, the fluid gradually may pass through the differential pressure control valve, and as the hydraulic pressure gradually decreases, the braking force decreases, and it may not be possible to maintain the stationary state for a long time. On the other hand, according to the brake control device of the first embodiment, since such a decrease does not occur with the electric braking force by the EPB2, the stationary state can be maintained even for a long time. Second Embodiment Next, a brake control device of the second embodiment will be described. The description on the matters same as in the first embodiment will be omitted as appropriate. In the brake control device of the second embodiment, when the service brake1fails during the execution of the brake hold control, the EPB-ECU9controls the EPB2so that the electric braking force becomes the target braking force for the rear wheels. Thus, even when the service brake1fails, stable braking control can be realized by controlling the EPB2so that the electric braking force becomes the target braking force. The embodiment and modified examples of the present disclosure have been described above, but the above-described embodiments and modified examples are merely examples, and they are not intended to limit the scope of the disclosure. The novel embodiments and modified examples described above can be implemented in various forms, and various omissions, substitutions, or modifications can be made without departing from the gist of the disclosure. Furthermore, the embodiments and modified examples described above are included in the scope and gist of the disclosure, and are included in the disclosure described in the Claims and the equivalent scope thereof. For example, in the embodiments described above, the rear wheels are electric braking wheels, but this is not the sole case, and the front wheels may be electric braking wheels. Moreover, the hydraulic circuit is a so-called front-rear piping as shown inFIG.3(piping configuration in which the output from the M/C5is divided into two systems, two front wheels and two rear wheels), but this is not the sole case, and the hydraulic circuit may be a so-called X piping (piping configuration in which the output from the M/C5is divided into two systems of front and rear wheels on a diagonal line). When the X piping is adopted, both of the two differential pressure control valves need to be energized when executing the brake hold function, but similar to the example ofFIG.4where the differential pressure control valve of the front wheels is de-energized after time t12, the two differential pressure control valves can also be de-energized from the middle of the execution of the brake hold function, and hence the power consumption can be suppressed to be small. The present disclosure can also be applied at the time of execution of the brake hold function in an autonomous vehicle. Furthermore, in the embodiments described above, a mode in which the presence/absence of the instruction of the brake hold control is switched by the driver operating the operation unit is shown. Instead, the brake hold control may be executed when the control unit determines that the brake hold control is necessary regardless of the driver's intention or operation. Furthermore, in the embodiments described above, a mode in which the electric braking device is operated to execute the brake hold control in a situation where the hydraulic braking force is generated by operating the brake pedal is shown. Instead, the brake hold control may be executed in a situation where the hydraulic braking force is automatically generated by the control unit when the brake pedal is not operated. | 37,554 |
11858491 | DETAILED DESCRIPTION I. System Overview Reference is made toFIG.1, which shows a typical autonomous vehicle truck (e.g. an electrically powered AV yard truck)100. The truck100includes a cab110that is adapted for human control in addition to autonomous operation, and thus, includes a windshield112and access door114, as well as a seat122, steering wheel124, gear shift126, dashboard instrumentation/gauges128, and floor pedals for accelerator and braking130(FIG.1A). The truck includes steerable front wheels132and (typically) drive rear wheels134. A fifth wheel trailer hitch140is provided on the rear of the chassis142, and can be conventional in design (with appropriate automated control). Other features of the truck, such as the pneumatic connections (e.g. glad hands) and/or power connections144can be adapted for autonomous/unattended operation when hitching and unhitching the trailer. A vision system camera assembly146is also provided and can be adapted to assist in autonomous guidance. Likewise, other systems (e.g. rear cameras, LIDAR and other range sensors) can be provided to assist autonomous operation (not shown). These systems are managed by one or more hardware and software controllers instantiated on the truck100, and/or within a remote server system, linked to the truck by (e.g. wireless) a network link148. The above-incorporated U.S. Provisional Application Ser. No. 62/715,757, entitled SYSTEMS AND METHODS FOR AUTOMATED OPERATION AND HANDLING OF AUTONOMOUS TRUCKS AND TRAILERS HAULED THEREBY, describes a wide variety of systems and processes that are desirable to allow for the monitoring and operation of autonomous functionality within the depicted truck100ofFIG.1. These systems can include an onboard vehicle control unit (VCU)170that manages overall operation of the vehicle, including autonomous operations, based upon applicable hardware and/or software processes. One of the control units located (in this example) on the truck100is an Electronic Brake Controller (EBC)150. In general, unmanned autonomous vehicles must be stoppable, even if the system experiences component failures or even power loss. Therefore, the EBC operates to provide redundant and failover/failsafe mechanisms to apply full pneumatic braking power the vehicle wheels132,134, and via the pneumatic connections144(or other interfaces) to an attached/hitched trailer (not shown). As shown inFIG.1, The EBC150is interconnected via an electrical connection to appropriate actuators and pressure sensors within a central service brake and parking brake control valve assembly152, which includes various fluid-pressure-actuated pneumatic and/or hydraulic elements. The valve assembly152is, likewise, interconnected by appropriate pressure conduits/lines to various operational elements within the overall truck braking system. One connection is to the human operator foot pedal brake treadle valve154. A second connection passes through the chassis to the front wheel brake cylinders (on each side)158and rear wheel brake cylinders160. Various known load-balancing, anti-lock and other control circuitry can also be provided and are omitted for clarity. A third connection is to the manual parking brake valve156, which interfaces with a human-operated parking brake control handle. The EBC also interfaces electronically with a safety control interlock circuit162located at an appropriate position on the vehicle. II. Operational Principles and Features A. Redundant Failsafe Pneumatic Operation By way of background, OEM pneumatic brakes are applied by a human operator in two ways. First, parking or emergency brakes are applied by reducing air pressure from one side of the brake chamber to less than 60 psi. This is accomplished by releasing a plunger valve (156) inside the vehicle cab. Alternatively, if tank pressure drops below 60 psi, the parking brakes are applied as a default. Additionally, service brakes are applied by supplying air pressure to the other side of the brake chamber. This is accomplished by depressing the brake treadle valve (154) to supply air from the tank to the brake chamber. The amount of braking power applied is proportional to the pressure supplied from the treadle valve. Full braking power is applied when the full tank pressure is supplied typically, at least approximately 100 psi). The EBC150, according to an exemplary embodiment, achieves redundancy by utilizing both of these application methods. Electro-pneumatic valves are used to supply tank pressure to the service brake circuit and apply full service brakes. Electro-pneumatic valves are also used evacuate air from the parking brake circuit, which also applies full braking effort. The electro-pneumatic valves are arranged such that when de-energized, full braking efforts are applied. This approach provides failsafe operation. In summary, regardless of why power is lost to the valves (e.g. vehicle power loss, wire breakage, intentional removal, etc.), the brakes will be applied. During nominal operation, the tank pressure supplied to the service brakes is regulated by a proportional electro-pneumatic valve similar to how the pedal-operated treadle valve operates. B. Dual Mode Capability A significant aspect of the system and method is its ability to operate in dual modes. It provides computer control for autonomous operation while concurrently enabling manual control when properly configured. Electro-pneumatic valves within the valve assembly152are adapted to isolate airflow when operating under manual control. The isolation prevents air pressure from being supplied on the service circuit and evacuated from the parking circuit. If a failure occurs, however, control reverts to the EBC150, and full brakes are applied by de-energizing all valves. Another significant feature of the system and method herein is its ability to permit manual application of service brakes at all times, even when the system is nominally under computer control. This ensures that a human user can exercise override under any circumstance. Shuttle valves are used to implement a max function between the pedal treadle valve154and the electro-pneumatic proportional valve, which typically resides in the valve assembly152. Whichever valve is applying the most pressure, and therefore braking effort, is honored by the valve assembly152and EBC. This enables the system to be safely used in conjunction with a safety driver when operating autonomously because the safety driver can ultimately apply brakes at any time. C. Communications When operating under computer control, the Brake Controller ECU (EBC150) can accept inputs from both a communications bus (e.g. controller area network (CAN), serial, Ethernet, etc.) and discrete inputs. The communications bus is used under nominal operations to apply and release parking brakes and proportionally apply service brakes. The discrete input signals are provided as a redundant path to apply full braking efforts (for example, during an emergency stop), and to request or inhibit computer control. D. Logic and Monitoring The operation of all electro-pneumatic valves is monitored using pressure activated switches and transducers by the Brake Controller ECU (EBC150). If a valve does not operate as expected, that failure will be detected by the monitoring switch or transducer. The ECU logic will then de-energize all valves to apply full brakes. III. Implementation Reference is made toFIG.2, which is a simplified block diagram showing an arrangement200of inputs and outputs transmitted between modules of the EBC150. It is noted that throughout the description there is shown two redundant channels of control and communication A and B. Thus, it can be assumed that any description of one channel applies similarly to the second channel herein and such channels A and B are also referred to collectively. The brake controller logic210is responsible for enabling computer control of pneumatic brake systems via a J1939 CAN bus212. It provides proportional control of the service brake proportional valve214, similar to how a standard treadle valve works, and on/off control of the parking brakes. It controls brake mechanisms for both the tractor and an attached trailer (via pneumatic line (e.g. glad hand connections). It is contemplated that the brake controller210can support an ISO 13849 PLd safety case. To mitigate hazards, ISO 13849 requires that specific safety functions are defined. Those safety functions must include all inputs, logic, outputs, and power that are involved in any potentially hazardous operation. The safety functions defined for the Brake Controller are (a) Emergency Stop Braking and (b) Unintended Control Detection. The Emergency Stop Braking safety function applies full braking efforts using both service brakes and parking brakes under specific internal conditions and external inputs. The Unintended Control Detection safety function determines if the EBC150does not hand over brake controls to the operator when commanded and causes Emergency Stop Braking. The brake controller210also interconnects to the parking brake on/off valve220, trailer supply on/off valve222, and any feedback pressure switches via the bus architecture. The arrangement200also includes a safety interlock module circuit230according to the system and method. As described further below, this module230outputs to the brake controller210“Computer Control Request” signals232that manage whether autonomous control is enabled. The module230also outputs “Emergency (E)-Stop Release” signals234that cause an emergency stop event to occur. The module230also outputs “Computer Inhibit OK” signals236that determine when manual control is enabled. Also, the module230outputs “Brake OK” signals238that determine when normal manual or autonomous brake function can occur. In operation, the brake controller210applies full braking effort upon power loss, regardless of prior operating mode. In alternate embodiments, it is contemplated that the power loss behavior can vary based on operating mode. The brake controller210(based on feedback from (e.g.) switches224) performs all self-checking functions associated with braking. That includes verifying that the brake pressures respond appropriately during an e-stop event and ensuring that brake pressures do not change to release brakes if there is a failure in the e-stop chain within the module. That latching behavior can be maintained across power cycles. Notably, the brake controller overrides the in-cab parking brake plunger (treadle valve154) functions when operating under computer control. In operation, the brake controller210reads the discrete input signals232,234,236and238from the safety interlock module230to determine its intended operating mode. Based on operating mode, it can accept brake commands via the J1939 CAN bus212. It also performs various self-checking functions and indicate any critical failures to the safety interlock module. The above signals232,234,236and238of the interlock module230are expressed as a set of interrelated logical states in the diagram300ofFIG.3. These states relate to a particular mode of operation. A. Operating Mode Selection The brake controller module210can operate in one of three modes: Manual Control310, Computer Control320, and Emergency Stop330. These modes are selected based on inputs to the logic block210by the safety interlock module230. In Manual Control mode310, the brake controller module210releases all control of the service brakes, parking brakes, and trailer supply to ensure that the operator has complete control of the system without interference. This is monitored by the Unintended Control Detection safety function described above. In Computer Control mode320, the brake controller module210applies braking efforts based on J1939 CAN bus messages. Controlled braking efforts include actuation of valves for service brake pressure214, parking brake application220, and trailer air supply222, according to commands received on the J1939 CAN bus. If the trailer air is supplied, simply controlling the vehicle/truck service brake pressure and parking brake application serves to control trailer service brakes and trailer parking brakes as these circuits are tied together in a known configuration. In alternate implementations it is contemplated that independent trailer service brake control can be provided. Note that in Computer Control mode320, the operator's foot pedal can still apply service brakes, but the in-cab plungers for parking brake and trailer air supply are not operational. This behavior could potentially produce a new hazard if the service brake pedal does not operate correctly for the operator because the operator will not be able to activate the parking brakes. In that case, the operator can still activate the HV disconnect to power-off the truck and apply parking brakes. In Emergency Stop mode330, the brake controller module210will apply full braking efforts using both the service and parking brakes/valves214,220. This is accomplished by the Emergency Stop Braking safety function described above. With more particular reference to the state diagram300ofFIG.3, the operating mode is selected based on discrete inputs and J1939 CAN commands. The following is a more-detailed description of the various modes310,320and330. (1) Manual Control Mode Manual Control Mode310is entered when all of the following conditions340are met; namely (a) both of the Computer Control Request lines/signals232are electrically disconnected (no current), and (b) J1939 CAN commands are not being received at a rate of at least 20 Hz for more than 100 ms. The mode transition depends upon J1939 CAN commands because in alternate implementations, it can be desirable to remove the Computer Control Request lines and fully apply the J1939 standard paradigm of providing control when messages are present and releasing control when messages are absent. When the brake controller module transitions into Manual Control Mode310, the service brakes are released, and the parking brakes and trailer supply are no longer being controlled. The parking brakes and trailer supply revert the state commanded by the in-cab plungers. Note that this can result in immediate application of the parking brakes and/or trailer brakes. This can be mitigated by permitting the overall vehicle control unit (VCU) and/or Safety Interlock Module not request computer control until the in-cab plungers are in an appropriate state. Then, the Computer Inhibit OK signals236are asserted to indicate that the module is no longer under computer control. (2) Computer Control Mode The Computer Control Mode320is entered when either of the following conditions342are met; namely (a) either Computer Control Request signal232is active or (b) J1939 CAN commands are being received at a rate of at least 20 Hz. Upon entering Computer Control Mode320, the Computer Inhibit OK signals236are de-asserted to indicate the mode change. The brake controller module210then applies service brakes, parking brakes, and trailer supply air as directed by the J1939 CAN commands. (3) Emergency Stop Mode The Emergency Stop Mode330is entered under any of the following conditions350; namely (a) power loss, (b) either of the E-Stop Release lines/signals234is disconnected/de-asserted, (c) a critical internal module error is detected). The critical errors that trigger the Emergency Stop mode330are, at a minimum, one or more of the following; (a) a disagreement between the A and B inputs of the E-Stop Release signal (234), (b) a disagreement between the A and B inputs of the Computer Control Request inputs (232) and/or J1939 commands, and/or (c) a feedback indicating failure to apply any braking mechanism. When one of these critical errors is encountered, the brake controller module210disconnects/de-asserts the redundant Brake OK signals238. Otherwise, those signals238remain connected to indicate nominal operations. If the brake controller module210is in the Emergency Stop mode330due to a critical error, it will not exit the Emergency Stop mode until the system has been power cycled and the error cleared. If an error is not cleared, the vehicle/truck can still be recovered by manually caging the brakes. This action serves to release the brakes regardless of air pressure, and thus, additional steps are employed to ensure that the truck is not operated while brakes are caged. As shown, once the module is in the Emergency Stop mode330, the service brakes and parking brakes are fully applied. In alternate implementation it is contemplated that differing default brake behavior can occur during power loss and critical internal error based on operating mode. In such alternate implementations power loss and/or critical internal errors may be arranged to trigger an Emergency Stop only if the module is configured to do so. The below-listed Table 1 defines various operational and safety requirements that are met by the brake controller module210, interlock module230and related modes. TABLE 1RequirementThe Brake Controller Module shall be designed to support an ISO 13849 PLdsafety caseThe Brake Controller Module shall provide a Manual Control mode where themodule does not apply braking effortsThe Brake Controller Module shall provide a Computer Control mode wherethe module applies braking efforts per J1939 CAN messagesThe Brake Controller Module shall provide an Emergency Stop mode wherefull braking efforts are appliedThe Brake Controller Module shall control the tractor service brake pressurebased on J1939 CAN messages in the Computer Control modeThe Brake Controller Module shall control the tractor parking brake applicationbased on J1939 CAN messages in the Computer Control modeThe Brake Controller Module shall control the trailer service brake pressurebased on J1939 CAN messages in the Computer Control modeThe Brake Controller Module shall control the trailer parking brake applicationbased on J1939 CAN messages in the Computer Control modeThe Brake Controller Module shall receive redundant discrete ComputerControl Request input signals that when active indicate that the ComputerControl mode is requestedThe Brake Controller Module shall enter Computer Control mode when eitherof the Computer Control Request signals are presentThe Brake Controller Module shall exit Computer Control mode and enterManual Control mode when both Computer Control Request signals areremoved and the J1939 CAN commands are not present for more than 100 msThe Brake Controller Module shall enter the Emergency Stop mode uponpower lossThe Brake Controller Module shall enter the Emergency Stop mode wheneither of two redundant Emergency Stop Release signals are disconnectedThe Brake Controller Module shall enter the Emergency Stop mode upondetection of critical internal errorsThe Brake Controller Module shall prevent exiting the Emergency Stop modeupon detection of critical internal errorsThe Brake Controller Module shall allow manual application of the servicebrakes via the brake pedal regardless of operational modeThe Brake Controller Module shall output redundant Brake OK signals toindicate that the module is operating nominallyThe Brake Controller Module shall disconnect the Brake OK signals to indicatethat the module is not operating nominallyThe Brake Controller Module shall control tractor and trailer service brakepressure to achieve a commanded acceleration based on J1939 CAN messagesin the Computer Control modeThe Brake Controller Module shall output redundant Computer Inhibit OKsignals to indicate that the module is operating in the Manual Control ModeThe Brake Controller Module shall enter Computer Control mode when J1939CAN messages are received at a rate of at least 20 Hz B. Brake Control Behaviors (1) Service Brake Control The Service Brake Control function enables proportional control of the OEM vehicle brakes over a J1939 CAN communications channel. This is accomplished using a proportional pneumatic valve that regulates pressure to the service brakes, similar to the behavior of the treadle valve154. The air pressure from the proportional valve214and the brake treadle valve154is routed through a shuttle valve (e.g. residing in the assembly152. The result is that the maximum brake pressure applied between the two sources is applied to the brake cylinders158,160via the shuttle valve. Details of how the service brake behaves in each operating mode are provided in Table 2 directly below. TABLE 2Operating ModeService Brake BehaviorManual ControlProportional valve is set to 0 pressure to release brakes. Treadlevalve will always have equal or greater pressure, ensuring completecontrol for driver.ComputerProportional valve is set to pressure based on J1939 CAN commands.ControlIf treadle valve supplies greater pressure, it will control brakes. Thisensures a safety operator can always apply more braking power ifdesired.Emergency StopProportional valve is set to maximum pressure to apply full brakes. (2) Parking Brake Control The Parking Brake Control function enables engage/disengage control of the OEM parking brakes over a J1939 CAN communications channel. This is accomplished using (e.g.) poppet valves within the assembly152that either supply or evacuate air pressure to the parking brake supply line, similar to the behavior of the hand-operated in-cab plunger valve(s)156. To apply parking brakes, the poppet valves evacuate pressure from the parking brake supply lines. To release parking brakes, the poppet valves supply tank/reservoir pressure to the parking brake supply lines. Note that if the reservoir pressure is not high enough to release the parking brakes, the Parking Brake Control function cannot fully release the brakes. The control valves are installed such that the in-cab plunger valve does not affect operation of this function when in the Computer Control mode320. This alleviates the need for an operator to enter the truck/vehicle and manually release the parking brakes every time autonomous operation is desired, or the reservoir pressure is depleted. Details of how the parking brake behaves in each operating mode are provided in Table 3 directly below. TABLE 3Operating ModeParking Brake BehaviorManual ControlPoppet valves route supply air from the in-cab plunger to the parking brakesupply line, allowing the in-cab plunger to control parking brake state.ComputerPoppet valves route air from reservoir to parking brake supply line toControlrelease brakes or evacuate air from parking brake supply line to applybrakes depending on J1939 CAN command.Emergency StopPoppet valves evacuate air from parking brake supply line to apply brakes. (3) Trailer Brake Supply Control The Trailer Brake Supply Control function enables or disables the air supply to a trailer based on J1939 CAN communications commands. This is accomplished using poppet valves within the assembly152that either supply air pressure to, or evacuate air pressure from, the trailer emergency supply line, similar to the behavior of the hand-operated in-cab plunger valve156. If the poppet valves supply air to the emergency supply line, then the trailer parking brakes are released, and the trailer service brakes are controlled from the Service Brake Control function, described above. If the poppet valves evacuate the emergency supply line, then the trailer parking brakes are applied, and the service brake pressure is no longer routed to the trailer brake. The poppet valves are installed such that the in-cab plunger valve156does not affect operation of this function when in the Computer Control mode320. This, again, alleviates the need for an operator to access the cab, and manually supply trailer air if/when the reservoir pressure is depleted. Details of how the parking brake behaves in each operating mode are provided in Table 4 directly below. TABLE 4Operating ModeTrailer Brake Supply BehaviorManual ControlPoppet valves route supply air from the in-cab plunger to the traileremergency supply line, allowing the in-cab plunger to control trailersupply state.ComputerPoppet valves route air from reservoir to trailer emergency supplyControlline to release trailer parking brakes and enable control of the trailerservice brakes, or they will evacuate air from emergency supply lineto apply trailer parking brakes depending on J1939 CAN command.Emergency StopPoppet valves evacuate air from trailer emergency supply line toapply brakes. (4) Emergency Stop Braking Safety Function The Emergency Stop Braking safety function is responsible for executing the Emergency Stop Mode330. The safety function brings the vehicle to a complete stop by applying full brake efforts under certain exceptional circumstances regardless of operating mode. The Emergency Stop Braking safety function is implemented in accordance with the arrangement400shown inFIG.4. The redundant logic chain, A and B,410and412are responsible for taking separate discrete actions to apply full braking efforts. The A chain410applies full service brakes (420), while the B chain412applies parking brakes422. Respective, feedback, in the form of a Brake OK A430and Brake OK B signal432monitors for system failure. If either chain410,412fails, the other will still stop the truck. Furthermore, if one chain (A or B) fails, the brakes are not released. (i) Triggering Mechanisms The Emergency Stop Braking safety function logic400chains each receive a single-ended release signal to transition to the Emergency Stop mode. When the release signal is removed, the brake controller module transitions to the Emergency Stop mode. This constitutes a triggering mechanism for the function. (ii) Output Signals Each safety function chain (A or B) is responsible for outputting independent signals to apply full braking efforts. Additionally, each chain outputs a Brake OK status signal to indicate that the chain is operating nominally. The A chain output applies full service brakes by setting the proportional control valve to maximum pressure. The B chain output applies parking brakes by evacuating the parking brake supply lines. Either chain can bring the vehicle to a complete stop without (free of) the other chain. As the overall system speed/velocity is increased, simply applying full braking efforts may not be the safest execution path. Thus, it is contemplated that more intelligent braking controls can be implemented in alternate embodiments. Some features that can be included are (a) ramped application of service brakes, (b) exclusively applying parking brakes if service brake ramping is not operating correctly or the vehicle is below a threshold speed, and/or (c) implementing anti-lock brake system (ABS) functionality in a manner that can be known to those of skill. (iii) Error Monitoring Both the A chain logic block410and B chain logic block412perform error checking via feedback (blocks430and432inFIG.4). If an error is detected in one chain, then that chain of the safety function enters an error state. In the error state, full braking efforts are applied, and the associated Brake OK signals are removed. Each chain monitors the other for error status. If one chain detects that the other is in error, the detecting chain also removes its output signals to apply full braking efforts. (iv) E-Stop Release Signals Each logic chain410,412A and B performs short-circuit checking on the input E-Stop Release signals. Shorts are checked against ground, power, and between signals. The function will enter the error state when a short circuit is detected. Additionally, the logic blocks compare their respective E-Stop Release signal states against each other via a logic cross-check function450. If there is a discrepancy in those states for more than 50 ms, the safety function enters the error state. (v) Output Signals Each logic chain410,412(A and B) performs short-circuit detection on the output signals. Shorts are checked against ground, power, and between output signals using techniques clear to those of skill. If a short is detected, the offending chain will enter the error state. (v) Brake Application Each logic chain (A and B) monitors the effects of its output on brake application. Chain A monitors service brake pressure to verify that the brakes are fully applied. Chain B monitors parking brake pressure to ensure that the parking brakes are applied. If either chain detects that its output is not having the desired effect, it will enter the error state. (5) Unintended Control Detection Reference is made toFIG.5, which shows and arrangement500for the Unintended Control Detection safety function, which is responsible for ensuring that the brake actuation is inactive in the Manual Control mode310. The safety function releases brake application and locks out service brake control when configured in the Manual Control mode310. If control is not handed back to the operator, then the safety function triggers an internal error, which results in Emergency Stop Braking. The redundant logic chains510and512are responsible for taking separate discrete actions to prevent/block computer control (520,522) of the brake function. The A chain510releases the service brakes and parking brakes530. The B chain512prevents/blocks further brake actuation532. If either chain (A or B) fails, then the other chain will not release its brake control. If one chain fails, that chain will enter an error state, and Emergency Stop Braking is triggered. This status is then reflected in the Computer Inhibit OK outputs. (i) Triggering Mechanisms The Unintended Control Detection safety function logic chains510,520(A and B) each receive a single-ended request signal to request Computer Control mode320. These signals are asserted/active-high, so that when the signals are removed, the brake controller module210can transition to the Manual Control mode310. Additionally, each logic chain510,512monitors incoming J1939 CAN commands. If brake commands are not being received at 20 Hz for more than 100 ms, and the request signals are removed, then the brake control module210will transition to the Manual Control mode310. (ii) Output Signals Each safety function chain510,512(A and B) is responsible for outputting independent signals to prevent computer-controlled braking efforts. Additionally, each chain510,512respectively outputs the Computer Inhibit OK status signal520,522to indicate that the chain is operating in the Manual Control mode. When in the Manual Control mode310, the A chain510output releases the service brakes (530) by setting the proportional control valve to zero pressure and returning parking brake control to the in-cab plunger valve. The B chain512output locks out service brake control (532) using (e.g.) poppet valves within the assembly152. Since parking brake control is returned to the in-cab plunger156, further actuation is not possible by computer control. If both chains510,512(A and B) are not operating properly, the control is not returned to the driver, and the module enters the Emergency Stop mode330. (iii) Error Monitoring Both the A chain logic block510and B chain logic block512perform error checking via a cross check550. If an error is detected in one chain, then that chain of the safety function enters an error state. In the error state, Emergency Stop Braking is performed, and the Computer Inhibit OK signal520or522is removed/de-asserted. Each chain monitors the other chain for error status. If one chain detects that the other is in error, the detecting chain does not return control to the operator, ensuring that brakes cannot be released. (iv) Computer Control Request Signals Each logic chain510,512(A and B) performs short circuit checking on the input Computer Control Request signals. Shorts are checked against ground, power, and between request signals using known techniques. The function does not enter the error state when a short circuit is detected. Additionally, the logic blocks compare their respective Computer Control Request signal states against each other. If there is a discrepancy in those states for more than 50 ms, then the safety function enters the error state. (v) Output Signals Each logic chain510,512(A and B) performs short circuit detection on the output signals. Shorts are checked against ground, power, and between output signals. If a short is detected, the offending chain will enter the error state. (vi) Brake Control Release Each logic chain (A and B) monitors the effects of its output on returning brake control to the operator. Chain A510monitors the computer-controlled brake pressures to verify that the brakes are released. Chain B512monitors pressure in the lock-out circuit sections. If either chain detects that its output is not having the desired effect, then it enters the error state. 6. J1939 CAN Communications/Commands The brake controller module210is commanded under the Computer Control mode320using the J1939 CAN bus. Brake commands are expected to be received at a rate of at least 20 Hz in accordance with the communication protocol specified hereby. Module status is reported at approximately the same rate. In a basic implementation, the brake controller module can accept the following types of commands; namely (a) Requested Service Brake Pressure or Percentage, (b) Requested Parking Brake State, and (c) Requested Trailer Supply State. In an alternate implementation, accepted brake controller module commands can also include (d) a Requested Acceleration command. This command causes the brake controller module210to perform Service Brake Control to achieve the requested acceleration. Note that this behavior should account for the effects of regenerative braking in an electric vehicle. Status messages for the J1939 implementation can include the following information, at a minimum; namely (a) Computer Controlled Service Brake Pressure, (b) Brake Pedal Controlled Service Brake Pressure, (c) Parking Brake Status, (d) Trailer Supply Status, (e) Internal Error Status, and (f) Operational Mode. 7. Detailed Design The brake controller module design consists of three primary sections, the Safety Interlock Module interface, the Service Brake Circuit, and the Parking Brake Circuit. These sections are implemented using a COTS SIL2 rated ECU and pneumatic components (valves, switches, and transducers). The brake controller EBC150determines the proper operating mode based on the Safety Interlock Module interface. Based on the operating mode, the EBC uses electrical signals to control the state of various pneumatic valves in the Service Brake Circuit and Parking Brake Circuit. It also monitors pneumatic pressure switches and transducers to verify proper operation of those valves. Those valves and feedback signals are used to implement both computer control via a J1939 CAN interface and the Emergency Stop and Unintended Computer Control Safety Functions. (i) Operating Mode Selection As described above, the brake controller EBC150operates in one of three modes or states, Emergency Stop330, Computer Control320, or Manual Control310. The operational state is determined by the Safety Interlock Module interface signals and the presence of J1939 CAN commands, as shown in the above-describedFIG.3. Depending on the operational state310,320,330, the Brake Controller EBC thereby set the Safety Interlock Module230status signals appropriately. As also described above, the input signals (E-Stop Release234and Computer Control Request232) from the Safety Interlock Module230each consist of two discrete digital lines A and B. Reference is made to the signal diagram ofFIG.6, which shows both the E-Stop Release timing diagram610and the Computer Control Requested timing diagram620for the “ON” state of each. Each timing diagram shows the A and B chains passed 180-degrees with respect to the other. When a signal is off, both lines are set to 0V. When a signal is on, the two digital lines take on complementary voltage values of either 0V or 24V. As shown, the waveforms toggle at a frequency of 50 Hz, or every 20 ms. The “OFF” State is the opposite of that depicted for each signal610,620. When the E-Stop Release signal610is “ON,” the Brake Controller EBC150releases the E-Stop braking valves within the assembly152. When the Computer Control Request signal is “ON,” the Brake Controller EBC150honors brake commands arriving on the J1939 CAN bus. (ii) Error Monitoring The brake controller EBC150monitors the input signals for certain error conditions. The E-Stop Request and Computer Control Request digital pairs are generally monitored for short circuits, both with respect to a 24V specified peak, and with respect to each other. The following conditions will be monitored to determine if an error has occurred; namely (a) A and B signals are both at 24V for more than 5 ms (thereby indicates possible short between A and B), (b) A or B signal remains at 24V for more than 30 ms (thereby indicates short to 24V), and (c) only one of A or B signals is oscillating (thereby indicates open circuit or short to 0V). If an error is detected on the E-Stop Release input signal610, then the brake controller EBC150transitions to the Emergency Stop mode330. If an error is detected on the Computer Control Request input signal, then the brake controller EBC remains in the Computer Control mode320, but applies full brakes and does not honor J1939 CAN commands. If J1939 CAN commands are being received at a rate of at least 20 Hz, but the Computer Control Request signal is not “ON,” then the brake controller EBC150transitions to the Computer Control mode320, and applies full brakes. All detected errors are reported via the J1939 CAN interface. (iii) Service Brake Control The Service Brake Control Circuit portion700of the brake controller module is shown in more detail inFIG.7. It provides two pneumatic pathways712and714for applying service brakes158and160. These pathways include a proportional pathway714that mimics the brake treadle valve716and an on/off pathway712that simply applies full braking effort. Both of these pathways are connected to the service brakes158,160via respective shuttle valves724and726, along with the OEM brake pedal710, as shown. The source which supplies the highest pressure to the circuit will be passed through the shuttle valves to the brakes. This enables the operator to always apply service brakes. The Service E-Stop valve720is a 3/2 poppet that is controlled by the SERV_ESTOP signal, issued by the output block752of the EBC brake controller's service brake subsystem/module750. When the output signal is 0V or disconnected, the valve passes air directly from the pressurized air tank730to the service brakes158,160, applying full brakes. When the output signal is 12V, the valve750changes state and evacuates air between the valve and the shuttle valve724,726. If no other source is applying air, then the service brakes158,160are released. The Service E-Stop Monitor pressure switch740provides a 12V signal, SRV_ESTP_MON to the associated input block754of the brake controller EBC (750) input754to indicate whether the Service E-Stop valve720is applying brakes or not. When the valve applies full brakes, the pressure switch740closes and return the 12V signal to the input. Service brake proportional control is provided via a combination 3/2 poppet valve762and proportional control valve760. The 3/2 poppet valve762, also labeled Service Brake Enable, is used to enable or disable proportional brake control via the valve760, also labeled Proportional Valve. The Service Brake Enable valve762is controlled by the SERV_EN_CC output signal. When the output signal is 0V or disconnected, the valve evacuates air between its output and the Proportional Valve, ensuring that the Proportional Valve cannot apply brakes. When the output signal is 24V, the valve supplies tank pressure to the Proportional Valve760. The Proportional Valve760is then controlled from the SERV_PROP 0-10V signal issued from the EBC output block752, which is set by J1939 CAN commands. The Proportional Valve760regulates air pressure to the brakes via the shuttle valves724,726, etc. The Service Release Monitor pressure switch768provides a 12V signal to the SRV_REL_MON input (752) to indicate whether the proportional pathway has released the brakes158,160. When the proportional control path714releases the brakes, this switch will close and return 12V to the input. Additionally, the CC Service Pressure transducer766provides an analog signal to indicate the actual pressure being applied by the proportional control path. That signal is read at the SRV_CC_PRES input (754). The Pedal Service Pressure transducer also provides an analog signal to indicate the pressure being applied by the brake pedal treadle valve716. That signal is read at the SRV_PED_PRES input (754) via an in-line transducer770. Under nominal computer control operations, the Brake Controller EBC750releases the Service E-Stop valve720by setting the SRV_ESTOP output to 12V. It will then enable proportional control by setting the SRV_EN_CC output to 24V. Finally, it will set the SRV_PROP output signal based on the J1939 CAN commands to control actual braking pressure (EDOG-BRK-0005). When operating under manual control, the SRV_PROP output signal should be set to 0 and the SRV_EN_CC signal should be turned off. This will inhibit computer control via the proportional pathway. (iv) Parking Brake and Trailer Supply Control Reference is made toFIGS.8A-8C, collectively showing a parking and trailer supply control arrangement800and associated pressure circuit (which routes and switches pressurized gas/air through various pipes, tubes and/or hoses of appropriate size and pressure-rating), employing the parking brake circuit subsystem/module850of the overall brake controller EBC. This subsystem/module850and associated arrangement800enables computer control of the vehicle/truck parking brakes810and trailer air supply (e.g. glad hand)812. When operating under computer control, the respective in-cab, manually actuated, plungers814and816for parking brakes and trailer air supply are locked out to prevent misapplication. When control is returned to the operator, those plungers814,816become operational again. Note that this could lead to unexpected behavior. For example, if an operator applies the parking brake and relinquishes control to the autonomy system, the autonomy system could release the parking brake. If the operator subsequently takes manual control without releasing the parking brake plunger, the parking brakes will be applied upon operator intervention. The Auto/Manual Selection valves824and826are 3/2 poppets which select between computer control and plunger control for the parking brakes810. When the PARK_LOCKOUT signal issued from the brake controller EBS output852is set to 0V, or disconnected, these poppet valves824,826select computer control by routing air from the Tractor Parking Brake valve830and the Trailer Brake Supply valve832. When the output is set to 12V, the poppet valves route air from the in-cab plungers, thereby giving the operator control of the parking and trailer brakes810,812. When the Auto/Manual Selection valves824,826are configured for computer control, the Tractor Parking Brake3/2poppet valve830is used to apply and release the tractor parking brakes810. When the TRAC_PARK_REL signal is set to 0V or disconnected by the output block852, the valve evacuates air from its output to the Auto/Manual Selection valve. If that valve is configured for computer control, air is also evacuated from the parking brakes, thereby applying brakes. If the output is set to 12V, air is supplied to the parking brakes to release them. Air is also supplied to the Trailer Brake Supply valve832. The Trailer Brake Supply 3/2 poppet valve832is used to supply or remove air from the trailer lines, similar to the in-cab plunger816. When the TRAL_PARK_REL signal at the output block852is set to 0V, or disconnected, the valve832evacuates air from the trailer supply lines and applies the trailer brakes812—if a trailer is connected. When the output is set to 12V, the valve routes air from the Tractor Parking Brake valve830to the trailer supply lines, which will release the trailer brakes812, if a trailer is connected. Note that if the Trailer Brake Supply valve832is supplying air to the trailer brakes, and the Tractor Parking Brake valve830is turned off to apply parking brakes812, the trailer brakes will be applied as well since the Tractor Parking Brake valve supplies air for the trailer. The CC Tractor Parking Monitor pressure switch841provides a 12V signal to the CCTRC_PK_MON in the input block854of the brake Controller EBC850input when the Tractor Parking Brake valve830is turned off, and applies the brakes810. Similarly, the CC Trailer Supply Monitor pressure switch840provides a 12V signal to the CCTRL_PK_MON input (854) when the Trailer Brake Supply valve832turns off, and applies trailer brakes. Note that there is some ambiguity in this case, however, since this pressure switch840is also be triggered simply by turning off the Tractor Parking Brake valve830. The Plunger Tractor Parking Monitor pressure switch844provides a 12V signal to the PLTRC_PK_MON input (854) when the in-cab parking brake plunger814is pulled out to apply parking brakes810. Similarly, the Plunger Trailer Supply Monitor pressure switch848provides a 12V signal to the PLTRL_PK_MON input when the in-v cab trailer supply plunger is pulled out to apply trailer brakes. Additionally, the Tractor Parking Monitor and Trailer Supply (Parking) Monitor pressure switches,860and862, respectively, monitor the overall parking brake and trailer supply status. If the parking brakes810are applied, 12V is supplied to the TRC_PK_MON input (854). If the trailer air supply812is removed (thereby applying trailer brakes), 12V will be supplied to the TRL_PK_MON input (854). Under nominal computer control, the brake controller EBC850sets the PARK_LOCKOUT output (852) to 0V to lockout the in-cab plungers814,816, and to enable computer control. If the EBC receives a J1939 command to release the parking brakes810, it will set the TRAC_PARK_REL output (852) to 12V. To apply parking brakes810, it will set the same output to 0V. If the EBC850receives a J1939 command to connect the trailer air supply812, then it will set the TRAL_PARK_REL output to 12V. This action directs the service brake pressure and parking brake pressure to the trailer. To disconnect trailer air, it will set the same signal to 0V. When operating under manual control, the EBC850sets the PARK_LOCKOUT output (852) to 12V to enable control via the in-cab plungers814,816, and inhibit computer control. Note that the circuit further includes a tank monitor pressure switch870that monitors pressure of the vehicle supply tank730, and transmits a signal TANK_MON to the input block854of the EBC850. If tank pressure falls below a predetermined threshold, the brakes are applied, and signals issued by other monitor switches can be considered invalid. This provides a safety feature in the event of loss of pressure to the system. IV. Conclusion It should be clear that the above-described system and method provides a robust and effective control arrangement for providing failsafe operation to an autonomous truck and associated trailer in the presence of required human intervention. The system and method ensures that the operating environment remains free of contradictory commands between the human and computer operators and affords deference to the human operator's commands and judgment. The system and method can be integrated with existing vehicle pneumatic, communications and electrical systems, and allows existing and future safety requirements in association with autonomous vehicles to be addressed. The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments of the apparatus and method of the present invention, what has been described herein is merely illustrative of the application of the principles of the present invention. For example, as used herein, various directional and orientational terms (and grammatical variations thereof) such as “vertical”, “horizontal”, “up”, “down”, “bottom”, “top”, “side”, “front”, “rear”, “left”, “right”, “forward”, “rearward”, and the like, are used only as relative conventions and not as absolute orientations with respect to a fixed coordinate system, such as the acting direction of gravity. Moreover, a depicted process or processor can be combined with other processes and/or processors or divided into various sub-processes or processors. Such sub-processes and/or sub-processors can be variously combined according to embodiments herein. Likewise, it is expressly contemplated that any function, process and/or processor herein can be implemented using electronic hardware, software consisting of a non-transitory computer-readable medium of program instructions, or a combination of hardware and software. Also, qualifying terms such as “substantially” and “approximately” are contemplated to allow for a reasonable variation from a stated measurement or value can be employed in a manner that the element remains functional as contemplated herein—for example, 1-5 percent variation. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention. | 50,007 |
11858492 | The drawings show diagrammatic exemplifying embodiments of the present invention and are thus not necessarily drawn to scale. It shall be understood that the embodiments shown and described are exemplifying and that the invention is not limited to these embodiments. It shall also be noted that some details in the drawings may be exaggerated in order to better describe and illustrate the invention. Like reference characters refer to like elements throughout the description, unless expressed otherwise. DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION InFIG.1, a schematic illustration of a vehicle combination1, seen from above, according to an example embodiment of the present invention is depicted. The vehicle combination1comprises a towing vehicle10, in this embodiment a towing truck, and a trailer20connected to the towing truck10via a coupling21. The towing vehicle10and the trailer20are pivotably movable around the coupling21, whereby an articulation angle ϕ of the vehicle combination1is the relative angle between the towing vehicle10and the trailer20in respect of the coupling21. For more details about the articulation angle ϕ, see e.g.FIGS.4and5.FIG.1illustrates when the vehicle combination1has reached a jack-knifing condition J, i.e. the towing vehicle10and the trailer20have reached such a large articulation angle ϕ that the two vehicles, truck/trailer, have hit into each other at the point J. In one example embodiment, a cabin of the truck10may have hit a side of the trailer20. During a reversing operation of the vehicle combination1, it may be important to avoid reaching the jack-knifing condition J. Thereby it may be required to provide a preset maximum safe articulation angle during the reversing operation. The preset angle may for example be provided to the driver, e.g. via a display, such that the driver during reversing checks that the maximum safe articulation angle is not reached by comparing said angle to the current articulation angle ϕ. Alternatively, or complementary, a driver assistance system may use the maximum safe articulation angle as input during the reversing operation for controlling the reversing operation. Hence, the driver assistance system may control the reversing operation such that the articulation angle ϕ will not exceed the maximum safe articulation angle ϕlim. By the provision of the present invention, a more efficient reversing operation may be accomplished. More particularly, by receiving a signal being indicative of the articulation angle ϕ during forward driving of the vehicle combination1, and updating the preset maximum safe articulation angle ϕlimwhen the articulation angle ϕ of the vehicle combination1during forward driving is larger than the preset maximum safe articulation angle ϕliman even larger range of articulation angles ϕ may be allowed during a subsequent reversing operation without reaching the jack-knifing condition J. InFIG.2, another schematic illustration of a vehicle combination1is depicted, showing another example of a jack-knifing condition J. Here, the towing truck10has hit into a trailer supporting leg22of the trailer20. InFIG.3, a schematic illustration of a vehicle combination1during a reversing operation can be seen. The towing truck10is reversing at a speed vxand is connected via a coupling21to a trailer20. The reversing speed vxis this in this embodiment the speed of the towing truck10, but may also be regarded as a translation speed of the articulation point21, i.e. the coupling21. Moreover, the towing truck may also brake, resulting in a braking acceleration ax, i.e. a deceleration, in an opposite direction to the truck speed vx. During the reversing operation, the vehicle combination1may advantageously make use of the updated maximum safe articulation angle ϕlimin order to avoid a jack-knifing condition J and also to be able to in an efficient manner complete the reversing operation. A control unit11may be integrated in the towing truck1, and being configured to perform the steps of the methods according to any one of the embodiments of the first and/or second aspects of the present invention. As already indicated hereinabove, the reversing operation may be performed semi-automatically or even fully automatically by e.g. the control unit11controlling any one of a steering operation and a vehicle speed vx. Alternatively, the reversing operation may also be performed manually by a driver of the vehicle10. InFIGS.4and5, the articulation angle ϕ and the maximum safe articulation angle ϕlimof a vehicle combination1can be more clearly seen. The figures depict principle illustrations of a vehicle combination1which are connected and pivotably movable around the coupling21, i.e. the articulation point.FIG.4may be regarded as a situation during reversing, such as can be seen inFIG.3, where the vehicle combination1in a particular point in time during the reversing operation has a current articulation angle ϕ which is smaller than the maximum safe articulation angle ϕlimas e.g. seen inFIG.5. Thus, during the reversing operation as shown inFIG.4, the articulation angle ϕ should not exceed the maximum safe articulation angle ϕlim, and by the provision of the present invention, a larger range of articulation angles ϕ may be allowed during the reversing operation without reaching a jack-knifing condition J. The illustration inFIG.5may for example represent a situation during forward driving of the vehicle combination1where the maximum safe articulation angle ϕlimis larger than a preset maximum safe articulation angle. Hence, a control unit11of the towing vehicle1may thereafter update the preset maximum safe articulation to the new and larger maximum safe articulation angle ϕlim. The expression “during forward driving” as used herein means thus that the vehicle combination1or the towing vehicle10is having a speed vxwhich is larger than zero and in a forward direction in respect of the vehicle combination1or the towing vehicle10. Hence, the vehicle combination1may be regarded as being in use or in operation. FIGS.6and7show flowcharts of example embodiments of the respective methods according to the first and second aspects of the invention. In step S1inFIG.6, a preset maximum safe articulation angle ϕlimis provided for the towing vehicle10or the vehicle combination1. Purely by way of example, the preset maximum safe articulation angle ϕlimmay be set to 100 degrees. In step S2, a signal is received being indicative of the articulation angle ϕ of the vehicle combination1during forward driving of the vehicle combination1. For example, the vehicle combination1may be in use and driving forwardly at a shipping terminal area/logistics center area where it is required to make turns with large articulation angles (I). Hence, when it is recognized that the articulation angle ϕ is larger than the preset maximum safe articulation angle ϕlimduring the forward driving, the maximum safe articulation angle ϕlimmay be updated in step S3. Purely by way of example, it may be recognized that the articulation angle ϕ during forward driving is 105 degrees, i.e. larger than the preset maximum safe articulation angle of 100 degrees as mentioned hereinabove. Thereafter, a larger maximum safe articulation angle ϕlim, i.e. 105 degrees, may be used as a limit during a subsequent reversing operation of the vehicle combination1. As a complement, the maximum safe articulation angle ϕlimmay also be updated in step S4when it has been determined that a jack-knifing condition J has occurred, whereby the updated maximum safe articulation angle ϕlimcorresponds to an articulation angle ϕ which occurred prior to the determined jack-knifing condition J. Purely by way of example, in relation to the aforementioned example, it may be determined that a jack-knifing condition occurs already at 98 degrees articulation angle ϕ, i.e. a value which is smaller than the preset maximum safe articulation angle of 100 degrees. Thereby, the maximum safe articulation angle ϕlimmay be updated to an angle being less than 98 degrees instead of 100 degrees, such as 97 degrees or less. The jack-knifing condition J may occur both at forward and rearward driving, and as already explained hereinabove, the jack-knifing condition may be determined by receiving a signal, to e.g. the control unit11, that indicates that at least one of the following events has occurred:an emergency call from the vehicle combination has been issued,an airbag of the towing vehicle has been deployed,a yaw, pitch or roll rate for the towing vehicle or the at least one trailer has exceeded a preset threshold value,a longitudinal or lateral acceleration for the towing vehicle or the at least one trailer has exceeded a preset threshold value,a force in a trailer coupling has exceeded a preset threshold value,a speed reduction of the towing vehicle or the vehicle combination has exceeded a preset threshold value,a value being indicative of a second time derivative of the articulation angle has exceeded a preset threshold value. Vehicles may have integrated solutions for contacting emergency assistance (SOS). An emergency call (or message) can either be triggered by a button accessible to a driver of the vehicle10or automatically after e.g. air-bag deployment. The occurrence of an emergency call (or message) can be used as an indication of a possible jack-knifing condition J. It can thus be used to trigger a reset of ϕlimto the value held prior to the event. Vehicles may also have collision detection sensors installed in various parts of the vehicle. The primary purpose is normally to trigger air-bag after collision. A collision with an obstacle can either be a consequence of a jack-knifing condition J or a jack-knifing condition J could occur after a collision. Irrespective of the case, the onset of a collision sensor could be used to reset ϕlimto the value held prior to the event. A gyroscope may be used to measure either yaw, pitch or roll rate depending on its physical orientation on the vehicle10. If either of these signals is observed to have a substantially larger absolute value than what is normal during normal driving it can indicate that a jack-knifing condition J has occurred. It can thus be used to trigger a reset of ϕlimto the value held prior to the event. Abnormality may be defined with a preset limit value. An accelerometer may be used to measure either longitudinal or lateral acceleration depending on its physical orientation on the vehicle10. If either of these signals is observed to have a substantially larger absolute value than what is normal during normal driving it can indicate that a jack-knifing condition J has occurred. It can thus be used to trigger a reset of ϕlimto the value held prior to the event. Abnormality may be defined with a preset limit value. A strain gage, or other devices, may be used to measure forces in different directions in the trailer coupling21. If either of these signals is observed to have a substantially larger absolute value than what is normal during normal driving it can indicate that a jack-knifing condition J has occurred. It may thus be used to trigger a reset of ϕlimto the value held prior to the event. Abnormality may be defined with a preset limit value. Wheel speed sensors, GPS, Lidars, crank-shaft speed sensors etc. are all different devices that may be used to measure vehicle speed vx. An abnormal discontinuity in any of these speed measurements may be used to reset ϕlimto the value held prior to the event. More in detail, discontinuity may be defined as a certain, preset, change in signal value within a set time interval. Trailer-mounted mechanical rotational angle sensors, GPS, Lidars, truck-mounted mechanical rotational angle sensors etc. are all different devices that may be used to measure the articulation angle ϕ. An abnormal discontinuity in any of these measurements may be used to reset ϕlimto the value held prior to the event. More in detail, discontinuity may be defined as a certain, preset, magnitude in signal second derivative. The flowchart inFIG.7shows a method of reversing a vehicle combination1comprising a towing vehicle1and at least one trailer20, whereby a reversing operation is initiated in step S10. As already mentioned hereinabove, the reversing operation may be manual, semi-automatic or even fully automatic, and controlled by the control unit11in the towing vehicle10. In a following step S20, the control unit11may determine whether a jack-knifing condition J is about to occur by comparing a predicted future estimate of the articulation angle ϕ with the maximum safe articulation angle ϕlimas estimated according to the first aspect of the present invention, such as shown and described in respect ofFIG.6. When it is determined that the jack-knifing condition is about to occur, at least one of a warning signal may be issued, represented by step S30, and a braking action may be initiated for the vehicle combination1, represented by step S40. It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims. | 13,321 |
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