U.S. patent application number 09/943577 was filed with the patent office on 2002-07-04 for automobile airbag deactivation system.
Invention is credited to Lewallen, David G., Lovett, Richard J..
Application Number | 20020084636 09/943577 |
Document ID | / |
Family ID | 24020813 |
Filed Date | 2002-07-04 |
United States Patent
Application |
20020084636 |
Kind Code |
A1 |
Lewallen, David G. ; et
al. |
July 4, 2002 |
Automobile airbag deactivation system
Abstract
An automobile airbag deactivation system is provided to enable
emergency services personnel to prevent uninflated airbags from
inflating when crash victims are being extricated from crashed
automobiles. The system would enable emergency services personnel
to deactivate all airbag inflation systems. The airbag deactivation
system includes an interrupt switch and a switch control. The
interrupt switch is located so as to prevent airbag inflation, such
as between the airbag control circuitry and the airbag actuator or
between the airbag actuator and the airbag. The switch control
includes a device to open the interrupt switch and an access
control device. The access control device prevents deactivation of
the airbag inflating system by non-emergency personnel. Embodiments
of the access control device include restricted electromagnetic
band communication between a signal source and a signal transducer.
The transducer opens the interrupt switch to deactivate the airbag
inflation system. In other embodiments, a mechanical lock is used.
Keys to these locks may be made available to emergency services
personnel.
Inventors: |
Lewallen, David G.;
(Rochester, MN) ; Lovett, Richard J.; (Rochester,
MN) |
Correspondence
Address: |
Patterson, Thuente, Skaar & Christensen, P.A.
4800 IDS Center
80 South 8th Street
Minneapolis
MN
55402-2100
US
|
Family ID: |
24020813 |
Appl. No.: |
09/943577 |
Filed: |
August 30, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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09943577 |
Aug 30, 2001 |
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09507963 |
Feb 22, 2000 |
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6296273 |
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Current U.S.
Class: |
280/735 |
Current CPC
Class: |
B60R 21/01564
20141001 |
Class at
Publication: |
280/735 |
International
Class: |
B60R 021/32 |
Claims
What is claimed is:
1. A system for deactivating an automotive airbag inflating system
comprising airbag control circuitry, an airbag actuator, and an
airbag, the deactivating system comprising: an interrupt switch
operably proximate the airbag inflating system and configured to
prevent the airbag from being inflated when opened; and a switch
control configured to open the interrupt switch, the switch control
including an access control device for preventing the switch from
being opened by non-emergency personnel.
2. The deactivating system of claim 1, in which the switch control
is configured to open and close the interrupt switch.
3. The deactivating system of claim 1, the switch control including
a transducer and signal source, the transducer in electronic
communication with the interrupt switch, the signal source emitting
an electromagnetic signal, the transducer receiving the emitted
electromagnetic signal and opening the interrupt switch.
4. The deactivating system of claim 3, in which the signal source
emits electromagnetic signals selected from the group consisting of
infrared radiation, radio frequency radiation, very high frequency
radiation, ultra high frequency radiation, magnetic radiation, and
any combination thereof.
5. The deactivating system of claim 1, in which the switch control
comprises a lock opening the interrupt switch.
6. The deactivating system of claim 1, in which the switch control
comprises a lock and switch circuitry, the lock actuating the
switch circuitry to open the interrupt switch when the lock is
operated using a key.
7. The deactivating system of claim 1, in which the interrupt
switch is configured to interrupt electrical communication between
the airbag control circuitry and the airbag actuator.
8. The deactivating system of claim 1, in which the interrupt
switch is configured to interrupt electrical communication between
the airbag actuator and the airbag.
9. A method of preventing automotive airbag inflation in a system
present in an automobile, the system including airbag control
circuitry, an airbag actuator, and an airbag, the airbag control
circuitry activating the airbag actuator in response to sensing an
automotive impact, the airbag actuator inflating the airbag after
being activated by the airbag control circuitry, the method
comprising: providing an interrupt switch and a switch control, the
interrupt switch configured to prevent the airbag from being
inflated when opened, the switch control configured to open the
interrupt switch and including an access control device for
preventing the interrupt switch from being opened by non-emergency
personnel; and operating the switch control, thereby opening the
interrupt switch and preventing the airbag from being inflated.
10. The method claim 9, in which opening the interrupt switch
includes interrupting a signal from the airbag control
circuitry.
11. The method of claim 9, in which opening the interrupt switch
includes interrupting a signal from the airbag actuator.
12. The method of claim 9, the switch control including a
transponder and a signal source, the transponder in electrical
communication with the interrupt switch, the signal source in
electromagnetic communication with the transponder, and in which
operating the switch control includes operating the signal source
to send an electromagnetic signal to the transponder, the
transponder sending a signal to the switch in response to the
electromagnetic signal, the switch opening in response to the
signal from the transponder.
13. The method of claim 12, in which operating the signal source
includes sending an electromagnetic signal selected from the group
consisting of infrared radiation, radio frequency radiation, very
high frequency radiation, ultra high frequency radiation, magnetic
radiation, and any combination thereof.
14. The method of claim 9, the switch control including a lock in
electromechanical communication with the interrupt switch, and in
which operating the switch control includes operating the lock to
open the interrupt switch.
15. The method of claim 14, in which the switch control includes a
switch circuitry in electromechanical communication with the lock
and the interrupt switch, and in which operating the switch control
includes operating the lock, thereby inducing the switch circuitry
to open the interrupt switch.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] This invention relates to automotive airbags and, in
particular, this invention relates to devices and systems for
deactivating airbags by emergency services personnel.
[0003] 2. Background of the Invention
[0004] The presence of airbags in vehicles is a safety feature
which has greatly reduced the fatalities and injuries caused by
crashes. Worldwide, it has been estimated that about one-half
million persons are killed and about 5 million persons are severely
injured by motor vehicle accidents annually. In the United States,
frontal airbags were required in all light vehicles sold after Sep.
1, 1998 to protect drivers and front passengers. Automobile makers
began installing side impact airbags in approximately 1994. These
side impact airbags are currently present in about 15%-35% of new
light vehicles. Worldwide utilization of airbag technology is
presently estimated at not more than 25% for driver airbags and 15%
for passenger-side airbags. However, airbag manufacturing industry
estimates project dramatic growth in the use of airbags over the
next decade. For the year 2000, it is estimated that front impact
airbags may be installed in over 80 million units and side impact
airbags may be installed in more than 35 million units.
[0005] Following motor vehicle crashes, vehicular airbags usually
deploy, thereby protecting the vehicle occupants from injury.
However, vehicle airbags may fail to deploy during crashes for
several reasons. Therefore, the increasing numbers of vehicles with
airbags and the increasing numbers of airbags present in vehicles
pose an increasingly grave and potentially fatal hazard to crash
victims and rescue personnel when one or more vehicular airbags
fail to deploy during a crash. These airbags may then inflate when
emergency services personnel are extricating crash victims from
cars, thereby injuring emergency services personnel and further
injuring the crash victims. Thus, an ongoing and urgent need exists
to enable emergency services personnel to dependably and safely
deactivate undeployed airbags during the course of rescue
operations. To this end, procedures have been developed to
physically deactivate airbags in vehicles after accidents. However,
the increasing number of airbags present in vehicles and the wide
variety of airbag designs and placement (evermore frequently at
multiple points within the same vehicle), tend to make the task of
safely disarming these devices in vehicles an almost impossible
undertaking. There is thus a need for a standardized, dependable,
and universal method to deactivate undeployed airbags prior to
extricating injured accident victims.
SUMMARY OF THE INVENTION
[0006] The present airbag deactivation system substantially
fulfills the aforementioned needs of the industry by providing a
system for deactivating an automotive airbag inflating system. One
embodiment of the present deactivating system includes an interrupt
switch and a switch control. The interrupt switch may be operably
proximate the airbag inflating system and may be configured to
prevent the airbag from being inflated when opened. The switch
control may be configured to open the interrupt switch and may
include an access control device for preventing the switch from
being opened by non-emergency personnel. The access control device
may include electromagnetic sending and receiving equipment or may
be mechanical in nature. The electromagnetic signals may be
controlled, restricted signal pulse patterns or frequencies to
prevent inadvertent deactivation. The mechanical access control
embodiments may include locks or the like. The interrupt switch may
be located so as to intercept electronic signals from the airbag
control circuitry, the airbag actuator, or both. The interrupt
switch is opened to intercept electronic signals from the airbag
control circuitry or the airbag actuator. If the present airbag
deactivation system uses an electromagnetic signal, a second signal
may be used to reactivate airbag inflation systems in the vicinity
by closing the interrupt switches.
[0007] It is an object of the present invention to provide a
uniform means for deactivating airbag inflating systems to enable
emergency services personnel to prevent uninflated airbags from
inflating when crash victims are being extricated from
automobiles.
[0008] It is another object of the present invention to provide an
airbag deactivation system which may be incorporated into any
airbag inflation system.
[0009] It is still another object of the present invention to
provide an airbag deactivation system which may be universally
utilized by emergency services personnel to quickly and effectively
deactivate airbag inflation systems prior to extricating crash
victims from vehicles.
[0010] It is yet another object of the present invention to provide
an airbag deactivation system which can reactivate deactivated
airbag inflation systems once crash victims are extricated.
[0011] These and other advantages of the present invention will
become apparent as this invention is more fully explained
below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] FIG. 1 depicts a diagram of an automobile airbag inflation
system of the prior art;
[0013] FIG. 2 depicts a diagram of a first embodiment of the airbag
deactivation system of this invention; and
[0014] FIG. 3 depicts a diagram of a second embodiment of the
present airbag deactivation system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0015] The present invention provides a dependable and safe method
to deactivate undeployed or uninflated automobile airbags after a
crash, thereby protecting occupants and emergency services
personnel. In one embodiment, the present invention deactivates
these devices in a uniform and universal method regardless of
vehicular make or model. This invention greatly facilitates the
safety of rescue efforts and eliminates the need for specific,
detailed knowledge of airbag placement and deploying
technology--placement and technology often specific to automotive
make and model--during these critical, time-urgent rescue
procedures.
[0016] FIG. 1 graphically depicts a typical airbag deploying system
of the prior art generally at 100. The prior art airbag system 100
includes a power source 102, airbag control circuitry 104, an
airbag actuator 106, and one or more airbags 108. The airbag
control circuitry 104 obtains electrical power from the power
source 102 which is usually the automotive battery. The airbag
control circuitry 104 includes sensors to detect impacts and
associated circuitry and logic to initiate airbag inflation in
response to an impact. Upon detecting an impact to the vehicle, the
sensors send a signal to a logic unit in the airbag control
circuitry 104. The signal from the sensors causes the logic unit in
the airbag control circuitry to activate the airbag actuator 106.
The airbag actuator 106 then inflates the airbag 108. The airbag
control circuitry and the airbag actuator may operate using power
directly from the power source 102. In addition, the airbag control
circuitry and/or airbag actuator may include alternate power
sources, such as capacitors, so that the airbags will be inflated
whether or not power from the power source is interrupted as a
result of the impact. Exemplary airbag systems are disclosed in
U.S. Pat. Nos. 5,882,034 and 5,158,323. Exemplary airbag control
circuitry is disclosed in U.S. Pat. Nos. 3,629,816; 4,163,268;
4,222,030; 4,804,859; 4,933,570; 4,950,914; 5,038,134; 5,146,104;
5,331,211; 5,343,394; 5,742,916; and 5,999,871. Related disclosures
are contained U.S. Pat. Nos. 4,346,913; 4,641,041; 5,404,128;
5,802,479; 5,927,752; 5,975,568; and 6,014,602. Disclosures
relating to airbag activators and airbags in general may be found
in U.S. Pat. Nos. 5,871,229; 5,908,481; 6,007,088; 6,010,146;
6,010,152; and 6,012,738. The entire disclosures of these patents
are hereby incorporated by reference.
[0017] One embodiment of the present airbag deactivation system is
depicted in FIG. 2 generally at 200. The present airbag
deactivation system includes a deactivation (interrupt) switch 204,
a switch control such as a signal transducer 206 and an access
control device such as a signal source (input) 208. The access
control device prevents the switch from being opened by
non-emergency personnel. In this embodiment, the deactivation
switch 204 is interposed between the airbag control circuitry 104
and the airbag activator 106 depicted at "A" in FIG. 1. The signal
source 208 may be activated to output an electromagnetic signal
when emergency services personnel desire to ensure that undeployed
airbags will not be inflated during an extrication procedure.
Exemplary wireless electromagnetic input may include radio
frequency, infrared, microwave, very high frequency, ultra high
frequency, magnetic, or the like. The wireless signal may be a
controlled pulse pattern and/or restricted emergency frequency or
signal input accessible only to emergency services personnel. The
controlled and restricted signal pulse pattern and/or frequency
would prevent airbag deactivation by other communication and
electronic devices or by non-emergency personnel. The signal source
208 may also generate a second electromagnetic signal to reactivate
airbag deployment systems after a rescue procedure has been
completed. The second reactivating signal would be useful in
situations where a rescue (extrication) procedure had been
completed and the emergency personnel wanted to ensure that airbags
in other vehicles in the vicinity would deploy in the event of a
later accident.
[0018] The signal transducer 206 would receive the deactivation
signal and open the switch 204 in response. The open switch 204
would prevent the airbag control circuitry from activating the
airbag actuator, thereby preventing the airbag 108 from being
inflated. Upon receipt of the reactivation signal from the signal
source 208, the signal transducer would close the deactivation
switch 204 to allow for normal airbag inflation. It is contemplated
that the signal source 208 would also include an alarm or reminder
circuit to remind emergency services personnel to reactivate airbag
inflation systems before leaving the accident site. In some airbag
systems, it may be necessary to locate the deactivation switch 204
between the airbag actuator and the airbags ("B" in FIG. 1).
Transmitters transmitting the deactivation (and perhaps
reactivation) signals may be provided to all emergency personnel
potentially involved in extrication protocols.
[0019] FIG. 3 shows a second embodiment of the present airbag
deactivation system generally at 250. The airbag deactivation
system 250 includes an access control device such as a keyed switch
254, an interrupt switch such as deactivation switch 256, and
optional switch circuitry 258. The keyed switch 254 may be located
at one or more sites on a vehicle, e.g., proximate a rear license
plate mount. Keys to the switch 254 could be made available to the
above-described emergency personnel. The keyed switch 254 may
directly open the switch 256, thereby preventing the airbag 108
from inflating. Alternatively, keyed switch 254 may activate switch
circuitry 258, which would open the deactivation switch 256. The
switch circuitry 258 is contemplated to include an emergency power
source such as one or more capacitors to open the switch 256 in the
event that power was interrupted from the power source 102. It is
further contemplated that a plurality of keyed switches 254 may be
present at various sites on vehicles so that at least one keyed
switch would be accessible in a crashed vehicle. The embodiment in
FIG. 3 depicts the deactivation switch as being located between the
airbag activator and the airbag (site "B" of FIG. 1). However, the
deactivation switch 256 may also be located to intercept a signal
between the airbag control circuitry 104 and the airbag activator
106 (site "A" of FIG. 1) as well. It is contemplated that
deactivation switches 204 and 256 may be located both between the
airbag control circuitry and the airbag activator and between the
airbag activator and the airbag in situations where it is deemed
necessary or advisable for a double intercept.
[0020] Because numerous modifications of this invention may be made
without departing from the spirit thereof, the scope of the
invention is not to be limited to the embodiments illustrated and
described. Rather, the scope of the invention is to be determined
by the appended claims and their equivalents.
* * * * *