U.S. patent application number 11/510978 was filed with the patent office on 2006-12-28 for safety system for a compartment of a vehicle.
This patent application is currently assigned to Donnelly Corporation, a corporation of the State of Michigan. Invention is credited to Robert L. Bingle, Brent J. Bos, Eric J. Hoekstra, Roger L. Koops, Niall R. Lynam, Kevin C. McCarthy, Kenneth Schofield, David W. Taylor, Gimtong Teowee, Eugenie V. Uhlmann.
Application Number | 20060290518 11/510978 |
Document ID | / |
Family ID | 27540595 |
Filed Date | 2006-12-28 |
United States Patent
Application |
20060290518 |
Kind Code |
A1 |
Bingle; Robert L. ; et
al. |
December 28, 2006 |
Safety system for a compartment of a vehicle
Abstract
A safety system for a compartment of a vehicle includes an
occupant sensor for sensing an occupant within the compartment of
the vehicle, a vehicle-based control, and a wireless transmitter of
the vehicle. The control is responsive to the occupant sensor. The
control controls transmission by the wireless transmitter. The
wireless transmitter may transmit to a receiver located external of
the vehicle upon detection by the occupant sensor of the presence
of an occupant within the compartment of the vehicle.
Inventors: |
Bingle; Robert L.; (Holland,
MI) ; Koops; Roger L.; (Hamilton, MI) ; Lynam;
Niall R.; (Holland, MI) ; McCarthy; Kevin C.;
(Tucson, AZ) ; Hoekstra; Eric J.; (Holland,
MI) ; Schofield; Kenneth; (Holland, MI) ;
Uhlmann; Eugenie V.; (Tucson, AZ) ; Teowee;
Gimtong; (Tucson, AZ) ; Bos; Brent J.;
(Tucson, AZ) ; Taylor; David W.; (Fenton,
MI) |
Correspondence
Address: |
VAN DYKE, GARDNER, LINN AND BURKHART, LLP
2851 CHARLEVOIX DRIVE, S.E.
P.O. BOX 888695
GRAND RAPIDS
MI
49588-8695
US
|
Assignee: |
Donnelly Corporation, a corporation
of the State of Michigan
414 East Fortieth Street
Holland
MI
49423
|
Family ID: |
27540595 |
Appl. No.: |
11/510978 |
Filed: |
August 28, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10930195 |
Aug 31, 2004 |
7097226 |
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11510978 |
Aug 28, 2006 |
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10301315 |
Nov 21, 2002 |
6783167 |
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10930195 |
Aug 31, 2004 |
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09648560 |
Aug 25, 2000 |
6485081 |
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10301315 |
Nov 21, 2002 |
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09516831 |
Mar 1, 2000 |
6390529 |
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09648560 |
Aug 25, 2000 |
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09484754 |
Jan 18, 2000 |
6480103 |
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09648560 |
Aug 25, 2000 |
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09605233 |
Jun 28, 2000 |
6254261 |
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09648560 |
Aug 25, 2000 |
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09275565 |
Mar 24, 1999 |
6086131 |
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09605233 |
Jun 28, 2000 |
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Current U.S.
Class: |
340/573.1 |
Current CPC
Class: |
G08B 13/19 20130101;
E05B 17/10 20130101; E05B 83/26 20130101; G08B 21/22 20130101; B60Q
3/30 20170201; Y10S 292/43 20130101; E05B 81/54 20130101; E05B
85/12 20130101; E05B 79/20 20130101; G08B 29/183 20130101; Y10S
292/65 20130101; G07C 9/00896 20130101; E05B 81/77 20130101; G07C
9/00174 20130101 |
Class at
Publication: |
340/573.1 |
International
Class: |
G08B 23/00 20060101
G08B023/00 |
Claims
1. A safety system for a compartment of a vehicle, said safety
system comprising: an occupant sensor for sensing an occupant
within the compartment of the vehicle; a vehicle-based control,
said control being responsive to said occupant sensor; a wireless
transmitter of the vehicle, said control controlling transmission
by said wireless transmitter, said wireless transmitter
transmitting to a receiver located external of the vehicle upon
detection by said occupant sensor of the presence of an occupant
within the compartment of the vehicle; and said receiver comprising
at least one of (a) a remote keyless entry device associated with
the vehicle and (b) an external communication device.
2. The safety system of claim 1, wherein said occupant sensor
senses within the interior cabin of the vehicle.
3. The safety system of claim 1, wherein said receiver comprises a
remote keyless entry device associated with the vehicle.
4. The safety system of claim 1, wherein said receiver comprises an
external communication device.
5. The safety system of claim 1 further comprising a temperature
sensor for sensing a temperature within the compartment of the
vehicle, said wireless transmitter transmitting to said receiver in
response to said temperature sensor sensing a temperature within
the compartment of the vehicle that is at or above a threshold
temperature.
6. The safety system of claim 1 further comprising a second sensor,
wherein a sensing by said second sensor confirms detection of the
occupant within the compartment.
7. The safety system of claim 6, wherein sensing by said second
sensor is triggered by a sensing by said occupant sensor, wherein
said system operates at a lower electrical current when sensing via
said occupant sensor than when sensing via said second sensor.
8. The safety system of claim 6, wherein one of said occupant
sensor and said second sensor comprises at least one of a
capacitive sensing element, a resistive sensing element, a thermal
sensing element, a pressure sensing element, a thermopile sensing
element, an imaging element, a radar sensing element, an ultrasonic
sensing element, a gas sensing element, a bolometer and a thermal
imaging element.
9. The safety system of claim 1, wherein said occupant sensor
comprises at least one of a capacitive sensing element, a resistive
sensing element, a thermal sensing element, a pressure sensing
element, a thermopile sensing element, an imaging element, a radar
sensing element, an ultrasonic sensing element, a gas sensing
element, a bolometer and a thermal imaging element.
10. The safety system of claim 1 further comprising false trigger
protection means.
11. The safety system of claim 10, wherein said false trigger
protection means comprises a position of said occupant sensor that
reduces the effect of thermal abnormalities within the
compartment.
12. The safety system of claim 10, wherein said false trigger
protection means comprises restricting the bandwidth of radiation
incident on said occupant sensor to be within a spectral bandwidth
indicative of a living body.
13. The safety system of claim 1 further comprising at least one
alert device operable to generate at least one alert in response to
said control.
14. The safety system of claim 13, wherein said at least one alert
device generates at least one alert selected from the group
consisting of flashing at least one light of the vehicle,
activation of a siren, activating a horn of the vehicle, and
activating a LO-Jack.TM. system.
15. A safety system for a compartment of a vehicle, said safety
system comprising: an occupant sensor for sensing an occupant
within a compartment of the vehicle; a vehicle-based control, said
control being responsive to said occupant sensor; a wireless
transmitter of the vehicle; a remote device external of the
vehicle, said remote device comprising a receiver; said wireless
transmitter transmitting to said receiver upon detection by said
occupant sensor of the presence of an occupant within the
compartment of the vehicle; said remote device indicating to a
person external of the vehicle the presence of an occupant within
the compartment of the vehicle in response to said transmission;
and said safety system comprising false trigger protection
means.
16. The safety system of claim 15, wherein said occupant sensor
senses within the interior cabin of the vehicle.
17. The safety system of claim 15, wherein said remote device
comprises a remote keyless entry device associated with the
vehicle.
18. The safety system of claim 15, wherein said remote device
comprises an external communication device.
19. The safety system of claim 18, wherein said remote device
comprises a telephone.
20. The safety system of claim 15 further comprising a temperature
sensor for sensing a temperature within the compartment of the
vehicle, said wireless transmitter transmitting to said receiver in
response to said temperature sensor sensing a temperature within
the compartment of the vehicle that is at or above a threshold
temperature.
21. The safety system of claim 15 further comprising a second
sensor, wherein a sensing by said second sensor confirms detection
of the occupant within the compartment.
22. The safety system of claim 21, wherein sensing by said second
sensor is triggered by a sensing by said occupant sensor, wherein
said system operates at a lower electrical current when sensing via
said occupant sensor than when sensing via said second sensor.
23. The safety system of claim 21, wherein one of said occupant
sensor and said second sensor comprises at least one of a
capacitive sensing element, a resistive sensing element, a thermal
sensing element, a pressure sensing element, a thermopile sensing
element, an imaging element, a radar sensing element, an ultrasonic
sensing element, a gas sensing element, a bolometer and a thermal
imaging element.
24. The safety system of claim 15, wherein said occupant sensor
comprises at least one of a capacitive sensing element, a resistive
sensing element, a thermal sensing element, a pressure sensing
element, a thermopile sensing element, an imaging element, a radar
sensing element, an ultrasonic sensing element, a gas sensing
element, a bolometer and a thermal imaging element.
25. The safety system of claim 15, wherein said false trigger
protection means substantially limits transmission by said wireless
transmitter to detection of an occupant within the compartment.
26. The safety system of claim 15, wherein said false trigger
protection means comprises a position of said occupant sensor that
reduces the effect of thermal abnormalities within the
compartment.
27. The safety system of claim 15, wherein said false trigger
protection means comprises restricting the bandwidth of radiation
incident on said occupant sensor to be within a spectral bandwidth
indicative of a living body.
28. The safety system of claim 15 further comprising at least one
alert device operable to generate at least one alert in response to
said control.
29. The safety system of claim 28, wherein said at least one alert
device generates at least one alert selected from the group
consisting of flashing at least one light of the vehicle,
activation of a siren, activating a horn of the vehicle, and
activating a LO-Jack.TM. system.
30. A safety system for a compartment of a vehicle, said safety
system comprising: an occupant sensor for sensing an occupant
within a compartment of the vehicle; a vehicle-based control, said
control being responsive to said occupant sensor; a wireless
transmitter of the vehicle; a remote device external of the
vehicle, said remote device comprising a receiver; said wireless
transmitter transmitting to said receiver upon detection by said
occupant sensor of the presence of an occupant within the
compartment of the vehicle; said remote device indicating to a
person external of the vehicle the presence of an occupant within
the compartment of the vehicle in response to said transmission,
said remote device comprising at least one of (a) a remote keyless
entry device associated with the vehicle and (b) an external
communication device; and said safety system comprising false
trigger protection means, said false trigger protection means
substantially limiting transmission by said wireless transmitter to
detection of an occupant within the compartment.
31. The safety system of claim 30, wherein said occupant sensor
senses within the interior cabin of the vehicle.
32. The safety system of claim 30, wherein said remote device
comprises a remote keyless entry device associated with the
vehicle.
33. The safety system of claim 30, wherein said remote device
comprises an external communication device.
34. The safety system of claim 33, wherein said remote device
comprises a telephone.
35. The safety system of claim 30 further comprising a temperature
sensor for sensing a temperature within the compartment of the
vehicle, said wireless transmitter transmitting to said receiver in
response to said temperature sensor sensing a temperature within
the compartment of the vehicle that is at or above a threshold
temperature.
36. The safety system of claim 30 further comprising a second
sensor, wherein a sensing by said second sensor confirms detection
of the occupant within the compartment.
37. The safety system of claim 36, wherein sensing by said second
sensor is triggered by a sensing by said occupant sensor, wherein
said system operates at a lower electrical current when sensing via
said occupant sensor than when sensing via said second sensor.
38. The safety system of claim 36, wherein one of said occupant
sensor and said second sensor comprises at least one of a
capacitive sensing element, a resistive sensing element, a thermal
sensing element, a pressure sensing element, a thermopile sensing
element, an imaging element, a radar sensing element, an ultrasonic
sensing element, a gas sensing element, a bolometer and a thermal
imaging element.
39. The safety system of claim 30, wherein said occupant sensor
comprises at least one of a capacitive sensing element, a resistive
sensing element, a thermal sensing element, a pressure sensing
element, a thermopile sensing element, an imaging element, a radar
sensing element, an ultrasonic sensing element, a gas sensing
element, a bolometer and a thermal imaging element.
40. The safety system of claim 30, wherein said false trigger
protection means comprises a position of said occupant sensor that
reduces the effect of thermal abnormalities within the
compartment.
41. The safety system of claim 30, wherein said false trigger
protection means comprises restricting the bandwidth of radiation
incident on said occupant sensor to be within a spectral bandwidth
indicative of a living body.
42. The safety system of claim 30 further comprising at least one
alert device operable to generate at least one alert in response to
said control.
43. The safety system of claim 42, wherein said at least one alert
device generates at least one alert selected from the group
consisting of flashing at least one light of the vehicle,
activation of a siren, activating a horn of the vehicle, and
activating a LO-Jack.TM. system.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] The present application is a continuation of U.S. patent
application, Ser. No. 10/930,195, filed Aug. 31, 2004 (Attorney
Docket DON01 P-1168), which is a continuation of U.S. patent
application, Ser. No. 10/301,315, filed Nov. 21, 2002, now U.S.
Pat. No. 6,783,167 (Attorney Docket DON01 P-1028), which is a
continuation of U.S. patent application, Ser. No. 09/648,560, filed
Aug. 25, 2000, now U.S. Pat. No. 6,485,081 (Attorney Docket DON01
P-807), which is a continuation-in-part of U.S. patent application,
Ser. No. 09/516,831, filed Mar. 1, 2000, now U.S. Pat. No.
6,390,529 (Attorney Docket DON01 P-796), and is a
continuation-in-part of U.S. patent application, Ser. No.
09/484,754, filed Jan. 18, 2000, now U.S. Pat. No. 6,480,103, and
is a continuation-in-part of U.S. patent application, Ser. No.
09/605,233, filed Jun. 28, 2000, now U.S. Pat. No. 6,254,261
(Attorney Docket DON01 P-824), which is a continuation of U.S.
patent application, Ser. No. 09/275,565, filed Mar. 24, 1999, now
U.S. Pat. No. 6,086,131 (Attorney Docket DON01 P-729), which are
hereby incorporated by reference herein in their entireties.
FIELD OF THE INVENTION
[0002] This invention relates generally to a mechanism for opening
a door to a compartment and, more particularly, to a mechanism for
opening a deck lid of a vehicle from inside the space enclosed by
the deck lid. This invention further relates to a sensing system to
sense conditions in a compartment and to generate a response. More
particularly, this invention pertains to a system that senses
conditions within a vehicle compartment, such as the presence of a
human or other animal, and also senses other vehicle conditions.
The system responds to the sensed conditions in a predetermined
manner. The response includes, for example, actuating an indicator
and/or controlling a latching mechanism.
BACKGROUND OF THE INVENTION
[0003] Typically, the deck lid or door to a trunk space is opened
by a key being inserted and turned in a lock cylinder from a
position exteriorly of the deck lid or by a button or lever that is
positioned within the passenger compartment of the vehicle. While
it has been suggested that a handle be placed in the interior of
the trunk space, because of numerous difficulties, to date, vehicle
manufacturers have not included a device specifically for opening
the trunk from the inside of the trunk space. Even fold down rear
seats, which are common in many vehicles today, cannot be folded
down from within the trunk space. Although placement of a release
mechanism in the trunk space has been suggested in the prior art,
no commercially acceptable mechanism or device has been developed.
Therefore, if a person is within the trunk space when the deck lid
is closed, there is no way for a person to open the deck lid and
get out of the trunk.
[0004] When the deck lid is closed, the space within the trunk is
typically small and very dark. Although a light source is typically
provided in a trunk to provide light to the trunk space when the
trunk space is open, these lights are deactivated when the trunk is
closed, in order to prevent excessive drain on the battery of the
vehicle. Therefore, when a person is trapped within a trunk, it is
nearly impossible to see anything within the trunk, such that even
if a release mechanism were operable within the trunk, a person
would not be able to find the mechanism after the deck lid had been
closed. Furthermore, due to the cramped and tight space within a
trunk, a person's movements to reach and operate a release
mechanism are extremely restricted.
[0005] This inability to open a trunk of a vehicle from inside the
trunk space has unfortunately led to many injuries and even deaths
over the years. When the deck lid is closed, the interior space of
the trunk may reach extreme temperatures during the summer time,
such that a person can only survive therein for a short period of
time. Typically, these injuries and deaths occur to children, who
enter the trunk to either play or hide and then trap themselves
within the trunk by closing the deck lid.
[0006] Because a person trapped within the trunk of the vehicle may
be a small child, the person's abilities to respond to a release
mechanism within the trunk may be limited. Even if a handle, button
or the like is visible to a child, the child may be too afraid to
even attempt to use the device or may be too weak to activate the
release mechanism. Because there is no way to detect the child
within the trunk, the child may remain trapped therein until the
trunk is opened from the outside.
[0007] Vehicle sensing systems typically utilize sensors to detect
occupants in the passenger compartment of a vehicle. These systems
utilize the sensed information for airbag deployment and/or
intrusion alert. Conventional sensing-alert systems do not address
the problem of preventing humans and/or pets from being trapped in
a vehicle such as, for example, a vehicle cargo compartment
(trunk). Automobiles are particularly dangerous as there are
multiple means of entry into the trunk, for example, fold-down rear
seats, remote keyless entry modules, and push-buttons or pull
levers under the dashboard or beside the seat or otherwise located
in the vehicle compartment that when actuated release the trunk.
Typically there is no means of exit from the trunk once inside. In
particular, automobile trunks present a potential safety hazard to
humans and pets because the latching mechanism may close while they
are in the trunk. This is particularly true for young children who
may accidentally become trapped in the trunk of a car and suffer
serious physical injury and/or emotional distress because they are
unable to escape and there is no means for notifying someone that
they are trapped.
[0008] Therefore, there is a need in the art for an interior trunk
release mechanism which is highly visible under minimal lighting
conditions such as when the deck lid of the trunk is closed.
Furthermore, the release mechanism should be easily recognizable
and operable even by children, and should avoid damage or
deterioration of existing vehicle systems, such as the battery or
electrical system, while remaining operable even when the vehicle
is shut off. In the event that an occupant in the trunk may be a
small child, the release mechanism preferably should be operable to
automatically detect the presence of a person within the trunk and
to automatically assist the person in opening the trunk in response
to such detection. Furthermore, there is a need for a system that
can sense when a person is in the vehicle passenger compartment or
trunk compartment and generate a response to facilitate their
release.
SUMMARY OF THE INVENTION
[0009] The present invention is intended to provide a mechanical
apparatus for activating a release mechanism for a deck lid of a
trunk of a vehicle from within the interior space of the trunk.
[0010] According to a first aspect of the present invention, a
release system is adapted for use in opening a deck lid of a
vehicle and is positionable within a compartment substantially
enclosed by the deck lid. The release system comprises an
electrically operable actuating device which is connectable to the
release mechanism and at least one of a manual input device and an
occupant detector, said actuating device being operable to at least
partially actuate the release mechanism to open the deck lid in
response to a user input to said manual input device or a detection
of an occupant within the compartment by said occupant detector.
Preferably, the release system comprises a self contained release
module which is connectable to the release mechanism of the deck
lid and electrically connected to a power source, such as a vehicle
battery or the like.
[0011] Preferably, the occupant detector comprises a temperature
sensor and/or motion sensor and determines the presence of a person
or animal within the trunk in response to detection of motion or a
predetermined temperature. Preferably, the manual input device
comprises a handle and may further comprise a handle sensor at the
handle which is operable to detect movement of the handle and/or
touching of the handle. The handle may comprise a bright color and
be in contrast to a dark background upon which it is installed.
Preferably, the color is selected to convey a safe and friendly
image to a child, such as a yellow or bright green color.
[0012] The assist device is operable to ease manual operation of
the handle as the handle is moved to activate the release
mechanism. The assist device may also be operable independent of
any manual movement of the handle, while the handle may be operable
independent of the assist device, in case power is disconnected
from the assist device. Preferably, the assist device comprises an
electrically operated solenoid, a gas operable piston, or a
compressed spring which is connected to the handle or to a lever or
extension connected to the handle.
[0013] In one form, the release system may further comprise an
illumination source. Preferably, the illumination source comprises
a self-luminous light, such as a Tritium gas capsule, and/or may
comprise a non-incandescent light, such as a light emitting diode
or any other illumination source. The illumination source is
operable to provide either direct or indirect illumination to the
handle of the present invention. The illumination source may be
temporarily activated upon closure of the deck lid and may be
further activated upon an activating event, such as movement of the
handle or detection of a person or animal within the trunk space by
the occupant detector.
[0014] In another form, the release system includes a control,
which is operable to activate the actuating device in response to
said manual input device and/or said occupant detector. The control
may be further operable to activate and deactivate the illumination
source in response to one or more activating events, and may
provide an audio signal to an occupant in response to detection of
the occupant.
[0015] According to another aspect of the present invention, the
release system includes a handle, a release assist device, an
occupant detection system, an illumination source and a control
circuit. The handle is interconnected to a release mechanism of the
compartment and at least partially provides a mechanical advantage
such that the release mechanism may be activated upon exertion of
less than 20 Newtons in a predetermined direction on the handle.
The illumination source provides illumination to the handle and is
activated by the control circuit upon an occurrence of an
activating event.
[0016] According to yet another aspect of the present invention, a
release system is adapted for use in opening a compartment of a
vehicle and is positionable within the compartment and
substantially enclosed by a lid. The lid is openable by an
electrically controlled latch. The release system is adapted to
activate the latch in response to an activation of the release
system.
[0017] In one form, the release system includes an
electro-mechanical device which activates the latch when at least a
portion of the device is moved. Preferably, the electro-mechanical
device is a button and the activation is a pressing of the
button.
[0018] In another form, a release system adapted for use in opening
a deck lid of a vehicle is provided, the release system being
positionable within a vehicle compartment (such as a trunk
compartment) that is at least partially closed by the deck lid, the
compartment having a release mechanism for opening the deck lid.
The release system is adapted for operation from the interior of
the compartment and includes an assist device. The assist device is
connectable to the release mechanism and comprises at least one of
an electrically operable actuating device, a mechanically operable
actuating device and a gas operable actuating device. The release
system includes at least one of a manual input device and an
occupant detector. The assist device is operable to actuate the
release mechanism to open the deck lid in response to either or
both of a user input to the manual input device or a detection of
an occupant within the compartment by the occupant detector. In one
embodiment, the assist device comprises a solenoid. In another
embodiment, the assist device comprises a gas operable actuating
device, such as a piston in communication with a compressed gas
source, which is connectable to the release mechanism. In yet
another embodiment, the assist device comprises a mechanically
operable actuating device such as a compressed spring member.
[0019] This invention further relates to a system for detecting
humans and animals that may be trapped in a compartment, such as
the trunk of a vehicle. Accordingly, another embodiment is directed
to an apparatus for controlling the status of a compartment of a
vehicle. This apparatus includes a first sensor, which is disposed
in the compartment and generates an alert signal responsive to
sensed conditions in the compartment. A controller is coupled to
the sensor and receives the alert signal. In response to the
received alert signal, the controller generates a control signal in
accordance with the received alert signal. A mechanism is coupled
to the controller and disposed in the compartment. The mechanism
receives the control signal from the controller and enters an open
position when actuated by the control signal.
[0020] Another embodiment is directed to an apparatus for
controlling a light source in a compartment. This apparatus
includes a latching mechanism that is mounted on the compartment.
The latching mechanism generates a mechanism signal indicative of
latching mechanism position. A sensor, typically a pyroelectric
sensor, is mounted on a surface of the compartment and senses
thermal changes by sensing changes in radiant flux. When the sensor
senses a change in the flux and a change in heat, the sensor
generates an alert signal. The light source is mounted on a surface
of the compartment for emitting light energy when actuated. A
controller is coupled to the latching mechanism, the sensor and the
light source, for receiving the alert signal from the sensor and
the mechanism signal from the latching mechanism. The controller
generates a control signal as a function of the alert signal and
the mechanism signal. The control signal actuates the light source
when the alert signal is received and the mechanism signal
indicates the compartment is closed.
[0021] Yet another embodiment is directed to a method for
controlling the status of a compartment latch of a vehicle. This
method includes the steps of sensing conditions in the compartment
at predetermined time intervals. An alert signal indicative of the
sensed conditions is generated. Then a motion signal indicative of
vehicle motion is generated. The alert signal and the motion signal
are transmitted to a controller and a control signal is generated
in accordance with the alert signal and the motion signal. The
compartment latch is actuated in response to the control
signal.
[0022] Yet another embodiment is directed to a vehicle cargo
compartment control system for controlling an actuatable latch
disposed on a cargo compartment of a vehicle. The vehicle is
capable of generating a motion signal indicative of a state of
vehicle motion. A sensor is disposed in the cargo compartment, and
senses the presence of an occupant in the cargo compartment. The
sensor generates a sensor signal when an occupant is sensed. A
controller, which is coupled to the sensor and the actuatable latch
of the cargo compartment, receives the sensor signal and the motion
signal. The controller determines whether the sensor signal exceeds
a predetermined threshold. The controller actuates the latch of the
cargo compartment when the sensor signal exceeds the predetermined
threshold and the motion signal indicates the vehicle is in a
stationary state.
[0023] Yet another embodiment is directed to a latch release system
for actuating a trunk latch of a vehicle. The vehicle is capable of
generating a vehicle motion signal indicative of vehicle motion.
The vehicle has a passenger compartment and a trunk compartment.
The latch release system comprises a sensor, mounted in the
interior of the trunk compartment, that senses thermal energy in
the trunk compartment and generates an output signal indicating a
sensed quantity of thermal energy in the trunk compartment. An
indicator, mounted in the passenger compartment of the vehicle, is
capable of illumination. A controller, mounted on the vehicle and
coupled to the sensor and the indicator, receives the output signal
from the sensor and compares the magnitude and quantity of the
output signals received from the sensor to a predetermined
magnitude and a predetermined time period to establish an alarm
condition. The controller also receives the vehicle motion signal
from the vehicle indicative of vehicle motion. The controller
actuates the trunk latch when an alarm condition has been
established and the vehicle motion signal indicates the vehicle is
in a stationary state. The controller illuminates the indicator
when an alarm condition has been established and the vehicle motion
signal indicates the vehicle is in a non-stationary state.
[0024] Yet another embodiment is directed to a latch release system
for selectively conditioning the opening of a normally closed trunk
compartment lid of a movable vehicle. The vehicle is capable of
generating a vehicle motion signal indicative of vehicle motion and
has an indicator mounted on a passenger compartment of the vehicle.
The trunk compartment lid has latched and unlatched states and is
latched into its latched state by a selectively releasable latching
mechanism disposed on the trunk compartment lid. The system
comprises a sensing circuit mounted on the vehicle for sensing the
presence of an occupant within the trunk compartment. The sensing
circuit produces an output signal in response to sensing an
occupant. A control circuit is coupled to the sensing circuit, the
indicator, and the latching mechanism. The control circuit receives
the output signal from the sensing circuit and receives the vehicle
motion signal, and responsive to the output signal illuminates the
indicator when the vehicle motion signal indicates the vehicle is
moving. The control circuit conditions the latching mechanism to
unlock the trunk compartment when the vehicle motion signal
indicates that the vehicle is stationary.
[0025] Yet another embodiment is directed to a sensor system for
sensing an occupant in a vehicle compartment comprising a primary
sensor, mounted in the compartment, for sensing the presence of a
living being such as a human in the compartment. The primary sensor
is adapted to generate an output signal upon receiving adequate
input. A controller is coupled to the primary sensor, for receiving
the output signal from the primary sensor and generating a control
signal based on the output signal. The control signal is
transmitted to one or more destinations.
[0026] Yet another embodiment is directed to a system for sensing
an occupant in a vehicle compartment comprising a primary sensor.
The primary sensor is mounted in the compartment and senses the
presence of a living being such as a human in the compartment. The
primary sensor is adapted to generate a primary output signal upon
receiving adequate input. One or more secondary sensors are coupled
to the primary sensor and activate upon receiving the primary
output signal from the primary sensor. The secondary sensors
generate a secondary output signal. A controller, coupled to the
secondary sensor, receives the secondary output signal from the
secondary sensor and generates a control signal based on the
secondary output signal. The control signal is transmitted to one
or more destinations. These destinations are, for example, an
indicator light, a trunk latch mechanism, horn, headlights,
interior lights, a pager and a remote keyless entry module.
[0027] Therefore, the present invention provides a trunk release
system which is easily recognizable and operable by a child, as
children are the ones typically harmed by being trapped in a trunk.
The release system is easy to activate and is preferably a bright
friendly color so as not to frighten or confuse a child who may be
trapped within the trunk. Preferably, the release system further
comprises an automatic assist device which is operable to
automatically assist a person to activate the trunk release in
response to a detection of a person within the trunk and/or an
attempt by the person to activate the release mechanism.
Furthermore, an illumination source is preferably provided to
increase the visibility of the release mechanism. The illumination
source should only be activated for a limited period of time in
order to prevent excessive drain on the battery of the vehicle. The
present invention further provides for a system for sensing an
occupant in the trunk or other vehicle compartment. The trunk may
be automatically opened by the system in response to a detection of
a person or animal within the compartment.
[0028] These and other objects, advantages, purposes and features
of this invention will become apparent upon review of the following
specification in conjunction with the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0029] FIG. 1 is a perspective view of a deck lid of a vehicle
incorporating the present invention;
[0030] FIG. 2 is a front perspective view of the present invention
prior to it being installed in the vehicle;
[0031] FIG. 3 is a front elevation of the housing and handle of the
present invention;
[0032] FIG. 4a is a cross-sectional view taken substantially along
line IVa--IVa in FIG. 3;
[0033] FIG. 4b is an enlarged view of the area labeled IVb in FIG.
4a;
[0034] FIG. 5 is a rear elevation of the present invention;
[0035] FIG. 6 is a block diagram of the control circuit of the
present invention; and
[0036] FIG. 7 is a block diagram of an active/passive trunk release
module in accordance with the present invention;
[0037] FIG. 8 shows a vehicle having a compartment sensing
system;
[0038] FIG. 9 is a flowchart showing activation of primary and
secondary sensing devices;
[0039] FIG. 10 shows a block diagram of the components of a
compartment sensing system;
[0040] FIG. 11 shows a block diagram of a PTRS module and
associated components;
[0041] FIG. 12 shows a second embodiment of the compartment sensing
system;
[0042] FIG. 13 shows a trunk release algorithm;
[0043] FIG. 14 shows a light source control algorithm;
[0044] FIG. 15 shows a perspective view of a detector module used
with the instant invention;
[0045] FIGS. 16A and 16B show perspective views of a lens used with
the instant invention;
[0046] FIG. 17 shows a lenslet array used with the instant
invention;
[0047] FIG. 18 shows an exploded view of a detector module used
with the instant invention;
[0048] FIG. 19 shows a third embodiment of the compartment sensing
system;
[0049] FIG. 20 shows a diagram of a detector module;
[0050] FIGS. 21A and 21B show views of the detector module;
[0051] FIG. 22 shows a detector module used with a lock-out
module;
[0052] FIG. 23 shows a block diagram of a detection system;
[0053] FIGS. 24(a)-(c) show a schematic diagram of the detection
system; and
[0054] FIG. 25 shows a detector device with an air bubble.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0055] Referring now specifically to the drawings and the
illustrative embodiments depicted therein, there is shown in FIG. 1
a safety release apparatus or assembly 10, which includes a handle
12 which is interconnected to a release mechanism 14 for opening a
deck lid or trunk lid 16 of a trunk compartment 18 of a vehicle 20.
The vehicle 20 may be a sedan, coupe or even a hatchback or the
like, which includes a storage compartment 18 substantially
enclosed by a lid or door 16, such as a trunk or the like. Handle
12 of safety release apparatus 10 is interconnected with release
mechanism 14 of deck lid 16 such that release mechanism 14 is
activated, and deck lid 16 is subsequently opened, in response to a
movement of handle 12. Safety release mechanism 10 is mounted on an
interior surface 16a of either the deck lid 16 or elsewhere within
trunk space 18, so as to allow an operator of safety apparatus 10
to open the trunk from within trunk space 18. Most preferably,
safety mechanism 10 is mounted on a downward extending portion or
waterfall 16b of deck lid 16, as shown in FIG. 1. However, clearly
safety release apparatus 10 may be mounted elsewhere within trunk
space 18 of vehicle 20, such as on a sidewall of the trunk space or
the like, without affecting the scope of the present invention.
[0056] Handle 12 of the present invention is preferably injection
molded from a resinous polymeric material such as polycarbonate/PBT
or polycarbonate/ABS or the like and includes a long handle portion
12a and a shaft portion 12b (FIGS. 4b and 5), which provides for a
pivot axis 22 of handle 12. However, handle 12 may alternatively be
a switch, push button or any other electromechanical device which
may be electronically interconnected to an electronic latch
mechanism, such that movement of at least a portion of the device
releases the release mechanism in order to open the trunk. It is
further envisioned that the handle may be any manual input device,
such as a button, switch, touch surface or even a voice activated
microphone system, such that the release mechanism is activated in
response to a person's voice being detected within trunk space 18,
as discussed below.
[0057] Preferably, handle 12 is designed and formed so as to be
easily recognizable as an opening device for a door or the like,
and further is formed with rounded edges along the handle portion
12a so as to make it a comfortable handle for a child or other
occupant within the trunk to grasp and operate. Handle 12 may
further include text or a picture on a facing surface 12c to convey
to an operator of handle 12 that handle 12 is for opening the
trunk. Furthermore, the color of handle 12 is preferably selected
to be a "friendly" color for children, so that any small child
which may become trapped within trunk space 18 will not fear the
handle as being something that is hot or otherwise harmful to
touch. Preferably, the color selected is a bright green or yellow,
which has been shown to convey a bright yet "friendly" or cool to
touch appearance to the handle. It is important that the handle be
child friendly so that even the smallest and youngest children who
may be trapped within the trunk will not be afraid to operate the
handle 12.
[0058] By providing a light color which does not convey an image of
heat or otherwise harmful material, the handle 12 of the present
invention is more likely to be grasped and operated by small
children than a handle which may otherwise be of a "harmful" color,
such as red or orange, which a child may believe is hot to touch.
In order to make handle 12 more visible in minimum lighting
conditions, handle 12 is also preferably mounted adjacent to a
background 24 that is of a substantially darker color than handle
12, so as to provide a stark contrast between the handle and its
background for better visibility of the handle in minimal lighting
conditions. The background 24 may be a surface of a housing 28 for
safety release assembly 10 or may be an interior surface of the
trunk space 18 or deck lid 16 itself.
[0059] Safety release apparatus 10 preferably is installed within a
housing 28, which is secured within trunk space 18 such that handle
12 is positioned within a recess 30 of housing 28. Housing 28 is
preferably injection molded from a resinous polymeric material such
as polycarbonate/PBT or polycarbonate/ABS or the like and may be
black or another dark color. Housing 28 functions to protect handle
12 from being bumped or damaged by items which may be stored within
trunk space 18 of vehicle 20. Not only does this prevent damage to
handle 12 or other components of safety release apparatus 10, but
housing 28 also substantially precludes the possibility of handle
12 being accidentally contacted and moved by the stored items so as
to prevent unintentional opening of trunk space 18.
[0060] As best shown in FIGS. 2-4a, housing 28 includes a
substantially flat and outward extending flange 32 along its
rearward end and a raised perimeter, front surface 33. Flange 32
allows for easy installation of the present invention, as fasteners
or adhesive or the like may be inserted through or applied to
flange 32 and then secured to an interior surface of either deck
lid 16 or other interior surface of the trunk space 18 of the
vehicle 20. Clearly, the safety release mechanism 10 may be
installed on a vehicle during the assembly of the vehicle by the
manufacturer, or may be installed later as an after market unit,
without affecting the scope of the present invention.
[0061] Handle 12 is preferably positioned within recess 30 of
housing 28 below or behind the plane of front surface 33 such that
the handle may pivot about its axis 22 within recess 30. Perimeter
surface 33 helps protect handle 12 from stored items within trunk
or compartment 18, and helps prevent accidental activation of
handle 12. Recess 30 may also include at least one stop 30a, which
limits rotational travel of handle 12 within a predetermined range.
Preferably, as shown in FIGS. 4a and 4b, handle 12 includes a
cylindrical bearing or barrel section 35 which has longitudinally
extending sections 35a separated by slots which are generally
parallel to the pivot axis 22 of handle 12. The slots allow the
longitudinal sections 35a to flex inward as shaft 12b is inserted
into opening 28a in housing 28. Barrel section 35 may also include
a plurality of resilient, angled flange or tabs 35b formed at a
free end 35c of longitudinal sections 35a and extending radially
outwardly therefrom. Tabs 35b each have an inclined outer edge or
surface 35d and a substantially flat, planar edge 35e extending
generally perpendicular to axis 22 when handle 12 is mounted in
opening 28a. As shaft 12b is inserted into opening 28a, the
inclined surfaces 35d of tabs 35b engage the opening 28a and cam
the sections 35a inwardly and guide insertion of barrel section 35
through opening 28a. As tabs 35b protrude through opening 28a, flat
edges 35e engage an interior surface 28e of housing 28 adjacent
opening 28a so as to snap fit handle 12 into housing 28. This
allows handle 12 to be easily rotated within opening 28a, yet
substantially precludes handle 12 from being pulled outward from
opening 28a.
[0062] Additionally, a biasing member 34, such as a torsional
spring or the like (FIG. 5), may be provided about shaft 12b of
handle 12 in order to bias handle 12 in an initial position.
Biasing member 34 preferably is positioned around a lower end 37 of
handle shaft 12b, such that one end 34a of biasing member 34
engages a stop tab 34b on housing 28 and another end 34c engages a
slot 37a along lower portion 37 of shaft 12b. This substantially
fixes both ends 34a and 34c of biasing member 34 so that rotational
movement of handle 12 about axis 22 winds the torsional spring,
which then provides a rotational force on shaft 12b to return
handle 12 to its initial position.
[0063] Preferably, handle 12 is interconnected to release mechanism
14 by a lever 36 and a cable 38, as best shown in FIGS. 4a and 5.
The lever 36 is attached to lower portion 37 of shaft 12b, which
extends downward from handle 12a through barrel section 35 and is
of a lesser diameter than barrel section 35. Lower portion 37 is
substantially non-circular at its free end and includes slot 37a
extending longitudinally along its axis 22. Slot 37a allows lower
portion 37 to flex inward for attachment of lever 36 thereto and
further provides for the end 34c of biasing member 34, as discussed
above. An annular groove 37b may also be included around lower
portion 37 for securing lever 36 thereto.
[0064] As best shown in FIGS. 4a and 4b, lever 36 is preferably a
substantially straight lever arm, which includes an opening 40 at a
center region 36a through which lower portion 37 of shaft 12b is
inserted, such that lever 36 is fixedly secured to shaft 12b of
handle 12. Lever 36 may include angled tabs 40a protruding inwardly
at opening 40 to engage a corresponding lip 37c along groove 37b of
shaft 12b, thereby snapping lever 36 onto lower portion 37 to
prevent lever 36 from being removed from shaft 12b. Tabs 40a of
lever 36 function similarly to tabs 35b of barrel section 35 as
they engage lip 37c and prevent lever 36 from being removed from
shaft 12b. As lower portion 37 of shaft 12b is inserted through
opening 40 in lever 36, tabs 40a cam lower portion 37 inward, as
slot 37a allows lower portion 37 to flex inwardly, until tabs 40a
snap into groove 37b. Preferably, both opening 40 and lower end 37
of shaft 12b are correspondingly substantially non-circular, such
that lever 36 cannot rotate relative to shaft 12b. More preferably,
opening 40 and lower shaft end 37 are substantially square as shown
in FIG. 5.
[0065] At a cable end 36b of lever 36, there is located an
attaching slot 42 or the like, which may be secured to cable 38. An
opposite end 36c of lever 36 may extend from center region 36a and
provide an engaging surface 36d, such as a flattened or notched
region, for engagement with an electrically operable actuating or
release assist device 84, as discussed below. As shown in FIGS. 4a
and 5, an underside of housing 28 provides for a cavity in which
lever 36 is also substantially encased, again to prevent damage to
the lever and to further prevent accidental activation of the
release mechanism 14.
[0066] Cable 38 preferably comprises an inner cable 38a and an
outer sheath 38b through which inner cable 38a may travel. At each
end 38c and 38d of inner cable 38a is a pin 44 for engaging a
corresponding slot or other attaching means. Pin 44 on a first end
38c of inner cable 38a is secured to slot 42 on lever 36 while a
pin (not shown) on a second end 38d of inner cable 38a is likewise
secured to a slot (not shown) on release mechanism 14. Outer sheath
38b of cable 38 is secured to housing 28 through a cable opening
28b in one side and to a bracket (not shown) substantially adjacent
release mechanism 14. Movement of first end 38c of inner cable 38a
therefore results in a substantially similar amount of travel of
second end 38d of inner cable 38a, while cable 38 is maintained by
sheath 38b in a predetermined path between housing 28 and release
mechanism 14.
[0067] When handle 12a is grasped and pivoted about its pivot axis
22, lever 36 is correspondingly pivoted about the same axis 22. As
shown in FIG. 5, this results in cable end 36b of lever 36
traveling along an arcuate path which causes a linear travel of
substantially the same distance to occur to first end 38c of inner
cable 38a. As first end 38c travels along the arcuate path, second
end 38d of inner cable likewise is moved a linear distance
substantially equal to the linear travel of first end 38c. Safety
release assembly 10 is designed such that pivoting handle 12a until
handle 12a is approximately at stop 30a in recess 30 results in a
predetermined amount of cable travel in cable 38 so as to activate
release mechanism 14, thereby opening deck lid 16 of vehicle 20.
Preferably, this pivot requirement is less than approximately a
15-degree rotation of handle 12. Although shown and described as
including a lever and cable to activate release mechanism 14,
clearly the present invention may incorporate other mechanical
means for interconnecting the handle 12 to the release mechanism
14, without affecting the scope of the present invention. For
example, end 36b of lever 36 may be directly connected to release
mechanism 14 or to another form of linkage, such as an additional
lever arm or the like.
[0068] Preferably, actuating device 84 is operable to ease movement
of the handle and lever to activate the release mechanism and open
the trunk of the vehicle. Actuating device 84 is preferably an
electrically operable pull mechanism, such as a solenoid or a
muscle wire, which is operable to pull (or push or provide other
appropriate motion) a mechanical linkage or cable mechanism to
actuate the trunk release mechanism 14 in response to an electrical
signal. Actuating device 84 may be operable to assist movement of
the handle as the handle is being moved, or may be operable
independent of movement of the handle, such that actuating device
84 may activate release mechanism 14 in response to an activating
event or to movement of handle 12 or detection of an occupant
within the trunk space, as discussed below. Preferably, actuating
device 84 comprises a solenoid, as shown in FIG. 5, which is
operable to engage the engaging surface 36d of end 36c of lever 36
and to pivot lever 36, and thus handle 12, toward an opening
position to activate the release mechanism, when device or solenoid
84 is activated. The solenoid 84 may be mounted at lever 36 such
that solenoid 84 is operable to either push or pull the lever arm
in order to activate the release mechanism 14 of the trunk.
[0069] Preferably, solenoid 84 is oriented such that handle 12 may
still be pivoted toward the open position independent of activation
of the solenoid, such that the handle is still fully operational
without assistance from assist device 84, in order to provide a
fully mechanical release of the trunk if power is disconnected from
safety release assembly 10. The solenoid may be mounted at safety
release assembly 10 to directly pivot the lever arm, or may be
mounted external to the release assembly, such that the solenoid
indirectly causes movement of the lever arm and/or the mechanical
linkage to release the trunk. Alternately, the assist device may be
positioned immediately adjacent to or at the trunk release
mechanism 14 to directly activate the release mechanism in response
to a movement of handle 12 or an occupant detection. Although shown
and described as a solenoid which is engaged with lever 36, the
actuating device 84 may otherwise comprise a conventional solenoid
for activating the release mechanism of the trunk via a button or
other switch positioned in the cabin of the vehicle, a muscle wire
(a known wiring which is operable to contract when electricity is
applied thereto. Muscle wires, which are also known as shape memory
alloys, can assume radically different forms or "phases" at
distinct temperatures. When conducting an electric current, the
muscle wire heats and shortens in length, generating a usable
amount of force. Muscle wires typically are bi-metals such as of a
nickel-titanium alloy such as Nitinol) attached to assembly 10 such
that as the wire contracts when electricity is applied, the
contraction of the wire pulls at and assists in pivoting the handle
or in activating the release mechanism, or independently activates
the release mechanism, in response to movement of handle 12 or
detection of a person or animal within the trunk space. Also, the
assist device, such as actuating device 84, can comprise a motor
mechanism and/or a motor-driven gear, without affecting the scope
of the present invention.
[0070] Alternately, the assist device can optionally comprise a
compressed gas source that, upon detection of an occupant trapped
in a trunk compartment and/or upon a trapped occupant touching or
pulling a trunk release handle or element, a gas powered-cylinder
can be actuated to generate the pull needed to release the trunk
latch mechanism and thus release the trunk lid to allow the trapped
occupant to escape. Thus, for example, actuating device 84 can
comprise a gas-operated piston in communication with a compressed
gas (such as air or carbon dioxide) cylinder. For example,
pressurized carbon dioxide can be held in a compact capsule or
cartridge that is readily removable for service replacement after
discharge. When a trapped person contacts a trunk release element,
such as an active trunk release handle and/or a passive detector
(such as a pyro sensor or similar thermal sensor, such as are
disclosed in co-pending and commonly assigned U.S. patent
application Ser. No. 08/901,929, filed Jul. 27, 1997 by Gimtong
Teowee et al. of Donnelly Corporation entitled PYROELECTRIC
INTRUSION DETECTION IN MOTOR VEHICLES, now U.S. Pat. No. 6,166,625,
the entire disclosure of which is hereby incorporated by reference
herein), indicating that a person is trapped, the gas cylinder is
caused to discharge into the gas-powered piston, which pulls a
cable or the like to release the trunk latch. Since the power used
to release the latch is provided by the compressed gas source, this
can occur even in the complete absence of electric power in the
trunk (such as might be the case in an abandoned vehicle whose
battery has depleted). Therefore, by combining a manually operable
trunk release handle with a compressed gas-actuated assist element,
the mechanical advantage of the handle can be greatly enhanced.
Thus, for example, a trapped child, attracted to a self-luminous
trunk release handle, need only exert sufficient force to open the
valve of the compressed gas cylinder or cartridge to release the
compressed gas to actuate a piston that pulls a cable that releases
the trunk latch.
[0071] As described above, the release handle or element for use in
opening a deck lid of a trunk compartment of a vehicle may include
or be connected to a gas operable actuating or assist device that
is connected to the deck lid latch. The pressure of the gas
released from, for example, a compressed gas container, such as a
compressed carbon dioxide container or cylinder (that can be a
compact cylinder of the dimension such as is conventionally used to
power air pistols, tonic water dispensers and the like), can be
harnessed to generate a pulling action on a cable connected to the
latch of the trunk deck lid, and so release it from the inside to
allow escape of a trapped individual. The potential energy of the
gas stored in the gas cylinder, when released, can generate a force
of 10 to 50 Newtons, or more, pulling on the trunk lid release
mechanism. Preferably, at the operating temperature of the vehicle,
the pressurized gas contained within the container is in a liquid
state.
[0072] It is further envisioned that a gas operable actuating or
assist device for release of a trunk latch can be provided that
utilizes a pyrotechnic device to generate a high gas pressure when
fired. For example, a pyrotechnic device such as is conventionally
used to deploy an automotive air bag can be used. Air bag
deployment actuators, as known in the automotive art, commonly
include a pyrotechnic device that typically consists of a compact
canister (typically a cylinder) containing an explosive substance.
When the explosive substance is detonated, it rapidly produces a
large volume of gas, and this gas fills and deploys the air bag in
milliseconds. Such air bag deploying canisters are economically
available, and are deemed safe to use in an automobile.
[0073] One embodiment of this present invention utilizes an air bag
canister as part of the trunk deck lid release system. These
pyrotechnic elements, such as air bag canisters, are compact and
one (or more) can be included into or connected to a trunk-release
handle mechanism located within the trunk interior. When a trapped
occupant triggers the explosive in the pyrotechnic element (such as
by causing a detonating cap to activate by pulling on a trigger
mechanism that releases a spring-loaded plunger or arm), the
resultant gas generated by the explosion can cause a mechanical
element such as a piston to move, thus exerting a pulling force on
a cable connected to the trunk latch to release the deck lid. The
mechanical effort required by the trapped occupant is minimal, as
all that need be done is, in effect, to pull or otherwise actuate
the trigger to explode the pyrotechnic device, and thus release the
gas that operates opening of the deck lid. No electrical power of
any kind need be present, making such a gas-operated release
mechanism particularly useful in releasing children trapped in the
trunk of a parked and abandoned vehicle that has lost all battery
power. Optionally, such a pyrotechnic gas operable assist device or
release mechanism can include a motion detector such as the thermal
sensors described in the present invention in order to effect
release of a trapped occupant in the trunk. Operation of the
pyrotechnic device can be locked-out, as described in the present
invention, to prevent operation when it would be unsafe or
unnecessary to activate the device (such as when the vehicle is
being normally driven). Use of such a pyrotechnic element in
conjunction with the safety handle and/or the automatic occupancy
detection systems of the present invention allows provision of a
compact, reliable, trapped-occupant release mechanism for a vehicle
trunk, even when the trunk release latch is not configured to be
electrically operable. Thus, the pyrotechnic element-activated
release systems of the present invention are suitable to use for
OEM and aftermarket installations in a wide variety of vehicles. It
is further envisioned that the gas operable assist device may be
useful in opening any other doors or compartments of a vehicle. For
example, the gas operable assist device may be useful in opening an
emergency exit door or window of a school bus or the like, in order
to provide a quick release or opening of the door or window to
facilitate a quick exit of the vehicle. The quick release of the
exit may be accomplished with minimal effort on the part of the
person opening the door or window.
[0074] Alternately, or additionally, the assist device of this
present invention can comprise a mechanical assist device such as a
coiled spring that stores potential energy in a compressed spring
member. Thus, for example, a trapped child, attracted to a trunk
release handle, need only exert sufficient force to displace a
mechanical member, such as a pin or the like, that is holding back
a coiled spring that, when so released, pulls a cable that releases
the trunk latch. Having a trunk release module that includes a
manual release handle and a compressed gas-powered assist device
and/or a mechanical assist device such as a compressed spring
member is an advantage since their successful operation is
dependent neither on presence of electrical power nor on the
strength of the trapped occupant. Therefore, with such
non-electrical assist devices, the only effort required of, for
example, a child trapped in a trunk compartment, is pressing a
button or moving a handle or a similar low-effort user-input
action. This low-effort user-input action serves as a trigger that
actuates the assist device (such as releasing a valve on a
compressed gas source or moving a pin to release a compressed
spring that is storing potential energy), and requires application
of minimal force by the user. Once so triggered, the assist device,
be it a gas-assist device or a spring-assist device, provides the
power to generate the force that pulls the trunk lid release latch
to release the trunk lid and so enable the trapped occupant to
escape. Note that the assist device can be located at, and
optionally as part of, the trunk latch mechanism.
[0075] Although safety release assembly 10 is shown and described
as including a handle, lever and cable system, it is further
envisioned that other means of activating a release latch or
mechanism may be implemented. For example, for a vehicle including
an electronically operated latch, the safety release assembly may
include an electromechanical device for signaling or activating the
latch and thus opening the deck lid. The electromechanical device
may be a push button, handle or switch positioned within the trunk
space and electronically interconnected with the latch mechanism,
such that activation or movement of the device energizes a solenoid
within the latch mechanism or otherwise causes the latch mechanism
to release, thereby opening the trunk. The device may be a bright
color and may be easily recognized and operated by a small child in
accordance with the present invention as discussed above.
[0076] Preferably, safety release assembly 10 further comprises at
least one illumination source 46 and/or 82 for providing
illumination to handle 12, and an electronic control circuit 48 for
at least temporarily activating the illumination source 46 and/or
82 in response to at least one activating event, as discussed
below. The illumination source may be a direct source 82 or may be
an indirect source 46 of illumination at handle 12. The
illumination provided by illumination source 46 or 82 allows a
person who may be trapped within trunk space 18 to see handle 12 so
as to grasp the handle and open the trunk, as the trunk space would
otherwise be too dark for a person to see where the handle is
located. This is especially critical when a child is trapped in the
trunk, as a child would not even know to look for such a handle,
much less know where the handle may be positioned within the trunk.
Most preferably, the light emitted by illumination source 46 or 82
will be of low intensity and a "friendly" color to avoid
frightening a child, who may believe that the handle is hot if it
is illuminated by a bright light or the like.
[0077] Preferably, the illumination source comprises a handle
illumination source 82 positioned at or along handle 12, to provide
direct illumination of handle 12. Handle illumination source 82 may
comprise any known lighting source and preferably comprises a light
source which has a minimal or no draw of current from the vehicle
battery or the power source. Alternately, or in addition thereto,
handle illumination source 82 may be provided by handle 12 being
made out of a highly visible and glowing phosphorescent material or
the like. Preferably, handle illumination source 82 comprises a
self-luminous light source, which provides continuous illumination
without a draw of current from a power source and without the need
for periodic exposure to light (such as is the case with
conventional phosphorescent materials which, because they lose
their light emission intensity when stored in the dark without
exposure to a light source to recharge, are not self-luminous light
sources). Self-luminous light sources are preferred over
phosphorescent or fluorescent materials, since self-luminous light
sources do not require light, such as sunlight, to charge. In
contrast to self-luminous light sources, the illumination provided
by phosphorescent and/or fluorescent materials decreases in
intensity the longer the materials remain in a dark or dimly or
sporadically lit area. Because the light source of the present
invention is located within the trunk of a vehicle, there will be
little, if any, ambient light present for prolonged periods of
time. A self-luminous light source is thus preferred, since it
provides substantially constant illumination intensity regardless
of the surrounding lighting conditions. Preferably, the
self-luminous light source is operable to provide light and
intensity of at least approximately 5,000 micro-lamberts. The
self-luminous and self-sufficient light source preferably comprises
a Tritium gas capsule, which requires no light or electricity to
charge and thus provides illumination, via radioactive decay of the
elements, with no draw on the vehicle's battery. Tritium gas
capsules are known and are available in various sizes, shapes, and
colors, such as those commercially available from SRB Technologies
Inc. of Winston-Salem, N.C. The Tritium gas capsules comprise an
isotope of hydrogen which has a long operable life of at least
approximately 12 years. These self-sufficient light sources
comprise low levels of radioactive material, but are safe and have
been approved for various consumer applications. A suitable
self-sustaining light source is available from SRB Technologies Inc
of Winston-Salem, N.C. under the trade name Saunders-Roe
Betalight.RTM., and requires no electrical energy or light exposure
to illuminate.
[0078] Preferably, handle illumination source 82 further comprises
a back lit, substantially transparent panel 86, which may further
comprise a symbol or icon 86a, such as a vehicle with a trunk open
(FIG. 3) or an arrow in the direction which the handle should be
moved to open the trunk, or any text or other picture which may
convey to a person within the trunk that movement of the handle
will activate the release mechanism of the trunk. Handle 12 may
then comprise a light recess 12d along its surface 12c. Light
recess 12d may be recessed within a back lit panel recess 12e along
surface 12c, such that the substantially transparent panel 86 is
mountable within recess 12e and substantially encases illumination
source 82 within light recess 12d. Handle illumination source 82 is
securable along and within light recess 12d to provide direct
illumination of handle 12 from within handle 12. Although shown and
described as being positioned along handle 12, an indirect light
source may be positioned elsewhere at safety release assembly 10 or
elsewhere within trunk space 18 to provide an indirect illumination
of handle 12 when the trunk is closed, without affecting the scope
of the present invention.
[0079] As shown in FIGS. 4a and 5, illumination source 46 may
alternately (or additionally) be located on a circuit board or chip
50 containing control 48, and may be substantially encased along
with control 48 within housing 28 in order to prevent damage to
illumination source 46 or control 48 by items stored within the
trunk. Illumination source 46 may project light through at least
one slot or opening 52 in a side wall 30b of recess 30 such that
illumination source 46 is directed toward handle portion 12a of
handle 12. Handle portion 12a may also be twisted or angled such
that the facing surface 12c of handle portion 12a is angled toward
illumination source 46 in order to receive and reflect illumination
from illumination source 46 over a greater surface area. A
removable access panel 28c (FIG. 2) may also be included on housing
28 to provide for easy access for installation and maintenance of
both control circuit 48 and illumination source 46 within a cavity
28d formed by housing 28. Preferably, control circuit 48 is snap
fit onto an interior side 30c of sidewall 30b such that
illumination source 46 is aligned with slot 52. Control circuit 48
further includes a wiring harness and connector 60 for connecting
control circuit 48 to a power source (not shown) located on vehicle
20, such as the vehicle battery or the like.
[0080] Illumination source 46 is thus provided to illuminate handle
12 when the deck lid of 16 of vehicle 20 is closed, since the trunk
space 18 becomes very dark when fully enclosed. Illumination source
46 may comprise a self luminous light source or may comprise at
least one light emitting diode (LED) or other non-incandescent
illumination source (such as organic or inorganic
electroluminescent sources, phosphorescent sources, etc.), since
these types of illumination sources eliminate or minimize the drain
on the vehicle battery when they are activated, as well as being
highly durable and long-lasting. The light sources may be selected
to provide illumination in a preferred color, such as green or
yellow, and may be selected to draw a minimal amount of current
from the vehicle battery or the like. Preferably, an LED is
selected which draws less than about 45 milliamps when activated,
and more preferably, the LED draws less than or equal to about 30
milliamps when activated. Such LEDs are commercially available,
examples being a Hyper-Bright LED manufactured by Siemens or other
LEDs manufactured by Hewlett-Packard. Most preferably, illumination
source 46 comprises at least two LEDs, so that if one fails for
some unforeseen reason, there is still at least one additional LED
providing illumination to handle 12. Although illumination source
46 is shown and described as an LED or the like, clearly other
illumination sources may be provided in varying locations within
the trunk without affecting the scope of the present invention.
Additionally, illumination source 46 may be an incandescent source,
such as a filament lamp, a halogen lamp, a neon lamp, or the like.
Illumination source 46 may also serve as the standard trunk light,
which is normally activated when the trunk or deck lid is opened,
thereby providing light to the entire trunk space when the trunk is
closed.
[0081] If illumination source 46 and/or 82 comprises a
self-luminous light source, then the illumination source is thus
continuously activated or luminescent. Alternately, however,
control 48 may be operable to activate illumination source 46 or
handle illumination source 82 upon an occurrence of an activating
event. The activating event may be the closing of deck lid 16
and/or the closing or folding back of any fold-down rear seats
which may be present in vehicle 20. For example, as shown in FIG.
6, vehicle 20 may include a trunk closure sensor 54 and/or a seat
sensor 56 to provide a signal to control circuit 48 when the trunk
is closed or the seats are folded to their upright position,
thereby enclosing trunk space 18. Preferably, control circuit 48
also functions to deactivate illumination source 46 after a period
of time following the activating event. For example, control
circuit 48 may include a timer or other timing mechanism 58 which
triggers deactivation of illumination source 46 after a
predetermined period of time, such as thirty minutes or an hour,
has elapsed following the initial activation of illumination source
46. Control circuit 48 continues to reset and reactivate
illumination source 46 upon subsequent occurrences of one or more
activating events, following deactivation of illumination source 46
after the predetermined period of time has elapsed.
[0082] Referring now to FIG. 6, control circuit 48 may also
activate illumination source 46 and/or 82 in response to additional
activating events, such as an ignition switch 62 of vehicle 20
being activated, a door sensor 64 signaling that a door of vehicle
20 is being opened or closed or other functions of vehicle 20 which
pertain to the entering or leaving of vehicle 20 or movement of the
vehicle. Safety release assembly 10 may further include one or more
occupant sensors 65, such as a motion detector or sensor 66 (such
as a pyro detector, and preferably a low current pyro detector as
are disclosed in commonly assigned U.S. patent application Ser. No.
08/901,929, filed Jul. 27, 1997 by Gimtong Teowee et al. of
Donnelly Corporation entitled PYROELECTRIC INTRUSION DETECTION IN
MOTOR VEHICLES, now U.S. Pat. No. 6,166,625) and/or a temperature
sensor 68, such as a bolometer, within trunk space 18, so as to
provide a signal to control circuit 48 when a movement or
predetermined temperature of an object in trunk space 18 is
detected. The occupant sensor 65 may be of the type disclosed in
commonly assigned U.S. patent application, Ser. No. 09/484,754,
filed Jan. 18, 2000 by McCarthy et al. for COMPARTMENT SENSING
SYSTEM, now U.S. Pat. No. 6,480,103, U.S. Provisional Application,
Ser. No. 60/135,393, filed May 21, 1999 by McCarthy et al. for
COMPARTMENT SENSING SYSTEM, and in EPC Application No. 00650023.5,
filed Mar. 23, 2000 by Bingle et al. for SAFETY SYSTEM FOR A CLOSED
COMPARTMENT OF A VEHICLE, the disclosures of which are hereby
incorporated herein by reference. Safety release assembly 10 may
also comprise a handle sensor 70 which detects contact with or
movement of handle 12 to provide an additional signal to control
circuit 48. Handle sensor 70 may be a push button or a motion
detector at handle 12, or may be a touch pad at a surface of handle
12, which senses contact of handle 12. The touch pad may be
temperature sensitive, so as to be capable of discriminating
between the touch of a person and contact of the handle by an item
stored within trunk space 18. The touch pad or soft touch surface
of handle 12 may detect and discriminate human touch from other
items via capacitive, resistive or inductive activation and control
48 may then activate the illumination source 46 and/or 82 and/or
the assist mechanism 84 in response to such discrimination.
[0083] Preferably, the trunk occupancy detection sensor or sensors
are passive sensors which substantially continuously monitor the
trunk space or handle when the deck lid is closed. Control circuit
48 may then, in response to a signal from the motion detector 66,
the temperature sensor 68, or the handle sensor 70, activate
illumination source 46 and/or 82 to provide illumination of handle
12 in trunk space 18 or may activate assist or actuating device 84.
Furthermore, in response to such signals, which convey a message
that a person or animal may be entrapped within trunk space 18,
control circuit 48 may activate other additional auxiliary signals
or displays. For example, control circuit 48 may activate an alarm
72, a horn 74, an auxiliary light 76 elsewhere on vehicle 20, a
door or trunk lock or lock release 78 of vehicle 20, an auxiliary
message display 80, which may be within vehicle 20 or remote from
the vehicle, or the like, in order to provide an operator or anyone
else within the vicinity of vehicle 20 information pertaining to a
person or animal being entrapped within the trunk space 18 of the
vehicle. The alarm 72, auxiliary light 76, horn 74, message display
80, lock system 78 or the like may be activated upon a first
detection of motion or temperature within trunk space 18, or may
alternatively be activated upon a second, third, or fourth
occurrence of such detections. The number of detections required
prior to an alarm or the like being activated by control circuit 48
are preferably reset following an opening and closing of deck lid
16 or a folding down of a rear seat within vehicle 20, if
applicable. It is further envisioned that control 48 may activate a
voice chip and speaker, in order to convey a voice message which
provides instructions as to how to open the trunk, in response to
detection of an occupant therein.
[0084] Preferably, illumination source 82 is self-luminous and thus
continuously luminescent, and control 48 is operable to activate
assist device 84 in response to occupant sensors 65. As discussed
above, the control 48 may further activate an alarm, horn, an
auxiliary light, an auxiliary message display or the like in
response to such a detection. The passive occupancy detection
sensors and the control 48 are thus operable as a "smart release"
system, which is operable to activate the release mechanism 14 of
the deck lid 16 when a person or animal is sensed or detected
within the trunk. The control 48 may further function to first
determine whether or not the vehicle is moving prior to activating
assist device 84, in order to prevent opening the trunk while the
vehicle is being driven down the road. The control may thus be
interconnected to other vehicle sensors, such as the ignition, a
wheel speed sensor, or the like to determine the status of the
vehicle prior to opening the trunk. If the trunk release mechanism
14 is an electrical release, the mechanism is typically locked out
or inoperable when the vehicle ignition is on. The control 48 may
be otherwise operable to initially activate illumination source 46
and/or 82 upon a first activating event, as discussed above, and
delay activation of assist device 84 until the smart release
occupant sensors confirm that an occupant is within the trunk space
of the vehicle. For example, control 48 may delay actuation of
assist device 84 until two or more movements are detected within
the trunk space or until a threshold temperature is measured over a
prolonged period of time. However, control 48 may also be operable
to activate assist device 84 in response to a first touch or
movement of handle 12. In vehicles that already comprise an
electrical trunk latch/release mechanism, the electrical release
mechanism may be electrically actuated to automatically open the
trunk in response to any movement of handle 12 and/or the occupant
detection sensors 65. The electrical release mechanism may thus be
operable to assist in the opening of the trunk with handle 12 or to
automatically open the trunk independent of further movement of
handle 12.
[0085] When installed in the vehicle, the present invention
therefore provides for illumination source 46 and/or 82 to be
continuously on or activated for a period of time following closure
of the trunk and/or a folding of rear seats of vehicle 20. While
the illumination source 46 and/or 82 is activated, a child or other
person who may be entrapped within trunk space 18 will be able to
easily see and identify handle 12. Because it is difficult for a
person to move about within the small trunk space of a typical
vehicle, and because typically it is a very small child that may be
entrapped therein, the present invention also provides a handle 12
which is very easily pivoted about its axis so as to open deck lid
16 of vehicle 20. Preferably, handle 12, lever 36 and cable 38
cooperate to allow release mechanism 14 of deck lid 16 to be opened
with only a minimal amount of force being applied to handle portion
12a. The force required to pivot handle 12 about its pivot axis 22,
thereby activating release mechanism 14 of deck lid 16, is
preferably less than or equal to about 20 Newtons applied in a
direction substantially perpendicular to the handle portion 12a.
More preferably, the force required to open deck lid 16 is less
than or equal to about 15 Newtons and most preferably, the force
required is less than or equal to about 10 Newtons. Furthermore,
activation of assist device 84 further increases the mechanical
advantage of the system, such that an even lesser or little to
essentially no force is required to pivot the handle and open the
trunk. A person who is trapped within trunk space 18, upon
identifying the handle 12 as a means in which to open the trunk of
the vehicle, merely grasps the handle and easily pivots the handle,
which subsequently activates release mechanism 14 of vehicle 20 as
discussed above. Once release mechanism 14 is activated, the trunk
lid may be easily pushed open so as to allow the person to get out
of the trunk.
[0086] Referring now to FIG. 7, an active/passive trunk release
system 100 is operable to actively and passively monitor the trunk
space of a vehicle. The system is connected to and includes trunk
release mechanism 14, which may be a conventional mechanical
release mechanism or may be an electrically operable release
mechanism. Trunk release system 100 comprises a trunk release
module 110 which is operable to actuate release mechanism 14 in
response to detection of an occupant within the trunk space, as
discussed below. Preferably, release module 110 is a unitary,
substantially enclosed module, which may be manufactured remotely
from a vehicle assembly plant and purchased by a vehicle
manufacturer and then readily installed in the trunk of a vehicle
during manufacture of the vehicle. Alternately, the release module
110 may be readily installed in the trunk of a vehicle as an
aftermarket device, without affecting the scope of the present
invention. Release module 110 is a self contained, electrically
operable unit which needs only to be electrically connected to a
power source, such as a vehicle battery, and mechanically or
electrically (depending on the vehicle application) connected to
the trunk release mechanism 14. Release module 110 may be adapted
for implementation with a mechanical or electromechanical trunk
release mechanisms which may or may not be designed for electrical
actuation.
[0087] Trunk release module 110 comprises an actuating device 184,
which is preferably substantially similar to actuating device 84,
discussed above, and a control 148, which is operable to actuate
actuating device 184 in response to an electronic signal. Release
module 110 further includes at least one of an active manual input
device 112 and/or a passive occupancy detection sensor system or
device 165. Actuating device 184 is preferably then operable to
actuate, or assist in actuating, release mechanism 14 in response
to input device 112. Preferably, actuating device 184 is an
electrically operable tensile or pulling mechanism, such as a
solenoid or a muscle wire, which provides mechanical assistance to
the input device 112 in actuating release mechanism 14 via a cable
or linkage 138. Cable or link 138 may be any mechanical linkage
between release module 110 and release mechanism 14, such that
manual actuation of input device 112 and/or electrical actuation of
actuating device 184 (via activation of input device 112 and/or
detection of an occupant by occupancy detection system 165
discussed below) causes link 138 to pull on release mechanism 14 to
release the deck lid. It is further envisioned that link 138 may
otherwise be an electrical signal to an electrically operable trunk
release mechanism. The assistance by actuating device 184 may thus
greatly increase the mechanical advantage of a handle or the like
in opening the trunk of a vehicle. Preferably, control 148 is
operable to detect activation of input device 112 and trigger
actuating device 184 accordingly.
[0088] Active input device 112 is operable to activate trunk
release mechanism 14 via linkage or cable 138, in response to a
human signal or input. For example, input device 112 may comprise a
handle mechanism similar to handle 12 discussed above, where the
input may be a contact or turning or rotating of the handle.
Alternately, input device 112 may comprise a button, touch panel or
the like, where input device 112 activates the release mechanism 14
in response to input device 112 being touched, depressed, moved, or
the like. It is further envisioned that input device 112 may even
comprise a microphone system which receives a human voice message
from an occupant of the trunk and activates the release mechanism
14 in response thereto. Input device 112 thus is operable to
actuate release mechanism 14 in response to any active contact or
voice message by an occupant of the trunk space of the vehicle.
[0089] Release module 110 may alternately, or additionally, include
occupancy detection system 165, which is passively operable to
detect a presence of a person or animal within the trunk of the
vehicle. Occupancy detection system 165 is preferably similar to
detection sensors 65 discussed above, and comprises a thermal
sensor, such as a pyro detector, and/or a motion detector. The
sensor or sensors are preferably operable to continuously monitor
the trunk space of the vehicle. If an occupant is detected,
actuating device 184 is then actuated to automatically actuate
release mechanism 14 to open the trunk of the vehicle. As discussed
above with respect to actuating device 84, actuating device 184 may
be operable to actuate release mechanism 14 only after it is
determined that the vehicle is not moving. It is further envisioned
that the occupancy detection system may be operable in a sentinel
mode, whereby the sensors monitor the compartment and control 148
is operable to activate an illumination source or an audio device,
such as a voice chip, to issue exit instructions, in response to an
initial detection of an occupant. Upon further confirming detection
of an occupant and/or in response to subsequent input to manual
input device 112, actuating device 184 may then function to
activate release mechanism 184.
[0090] As shown in FIG. 7, trunk release module 110 may further
include an illumination source 182 to provide illumination of the
trunk space or at least of the input device 112. Illumination
source 182 is preferably self-luminous such that it provides
continuous illumination of the trunk space. However, illumination
source 182 may otherwise be any other form of light source, such as
an LED or incandescent bulb, and may be actuable via control 148 in
response to an activating event or detection of an occupant within
the trunk space, as discussed above. Preferably, illumination
source 182 includes one or more light-emitting light sources, such
as solid-state light emitting diodes (LED), available from numerous
sources. Various colors of LED can be used (or combined) such as
blue, white, orange, yellow, red, amber and red-orange.
Alternatively, an illumination source may be supplied as a
conventional incandescent light source, a halogen light source, a
fluorescent light source such as a vacuum fluorescent lamp, a light
pipe such as fiber-optic bundle forming a light pipe, and the like.
Most preferably, illumination is achieved using non-incandescent
light sources, such as light emitting diodes (LEDs), organic light
emitting material, electroluminescent sources (both organic and
inorganic), and the like, and most preferably such non-incandescent
sources are low power and are directed sources, such as described
in commonly assigned U.S. Pat. No. 5,938,321 and U.S. patent
application entitled INTERIOR MIRROR ASSEMBLY FOR A VEHICLE
INCORPORATING A SOLID-STATE LIGHT SOURCE, Ser. No. 09/287,926,
filed Apr. 7, 1999, now U.S. Pat. No. 6,139,172, which are hereby
incorporated herein by reference in their entireties, and such as
is disclosed in co-pending and commonly assigned U.S. patent
application Ser. No. 09/466,010, filed Dec. 17, 1999, now U.S. Pat.
No. 6,420,975, the entire disclosure of which is hereby
incorporated by reference herein, and in co-pending and commonly
assigned U.S. patent application, Ser. No. 09/449,121, filed Nov.
24, 1999 by Barry W. Hutzel et al. of Donnelly Corporation, and
entitled REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS, now U.S.
Pat. No. 6,428,172; and Ser. No. 09/585,379, filed Jun. 1, 2000 by
Barry W. Hutzel et al. and entitled REARVIEW MIRROR ASSEMBLY WITH
UTILITY FUNCTIONS, the entire disclosures of which are hereby
incorporated by reference herein.
[0091] Accordingly, trunk release module 110 provides a
self-contained module for opening the trunk of a vehicle from
within the trunk space. The actuating device may be operable to
assist an input device, such as a handle, button, or touch panel in
opening the deck lid, and/or may be operable to automatically open
the deck lid in response to detection of an occupant within the
trunk space. The module is especially adapted for vehicles where
the trunk release mechanism is not electrically powered, whereby a
cable or other mechanical linkage is movable, via pushing or
pulling at a remote end, to release the deck lid. However, the
present invention is equally applicable to electrically actuable
trunk release mechanisms.
[0092] An alternate embodiment of the present invention provides
for a module, which comprises a handle, sensors, and/or
illumination source, a control, and a housing similar to those
discussed above, and further optionally includes a license plate
holder and lock cylinder for the deck lid, which are positioned on
an exterior surface of the deck lid. This embodiment may also
optionally include an exterior handle such that the trunk may be
opened from outside the vehicle without having to insert a key
within the lock cylinder or otherwise enter the vehicle to release
a trunk release lever from within the vehicle. The module is
installed through an opening in the trunk lid and preferably
includes a lock cylinder and release mechanism for opening the
trunk. The module preferably further comprises at least one of an
illumination source, which is operable to illuminate the handle,
and a release assist device, which is operable to assist an
occupant of the trunk in opening the trunk or to automatically open
the trunk in response to a smart release sensor system.
[0093] Therefore, the present invention provides a safety release
apparatus for opening a deck lid or trunk of a vehicle from within
the trunk space. The apparatus of the present invention is easy to
install in the vehicle, and is easily recognizable and operable by
a small child that may become trapped within the trunk of the
vehicle. The color and intensity of the handles and illumination
are selected to convey a friendly, non-hot appearance to the
handle, such that a child will easily see the handle and not be
afraid to grasp the handle in order to open the trunk. Furthermore,
the control circuit of the present invention is operable to
activate the illumination source or other auxiliary signal in
response to an activating event and to deactivate the illumination
source after a period of time in order to minimize the overall
drain on the vehicle battery. The illumination source is also
selected to comprise a non-incandescent device, such as an LED or
the like, which is highly durable and long lasting, yet requires a
minimal amount of energy from the battery of the vehicle, even
while it is activated. Alternately, the illumination source may
comprise a self-luminous light source, which is operable to
continuously illuminate the handle while requiring no current drawn
from the battery or power source (which typically is the vehicle
battery, although optionally, a separate, auxiliary battery can be
provided). Accordingly, even if power is lost to the vehicle, the
self luminous illumination source remains operable to illuminate
the handle. Alternately, or in addition thereto, the color of the
handle may be selected to be a light or bright color, which starkly
contrasts the background on which the handle is installed, so as to
remain visible in very low light conditions and/or when power is
lost.
[0094] Although the control circuit of the present invention
requires connection to an electrical power source in order to
detect an occupant within the trunk space or to actuate the release
assist device, and/or to provide illumination to the handle,
preferably no electrical power is required to operate the handle
and thus release the release mechanism in order to open the trunk
of the vehicle. Preferably, the handle, lever, cable and release
mechanism are all mechanical devices, and may override the assist
device such that the trunk may be opened even when there is a power
loss to the vehicle itself. Preferably, the present invention
provides a substantially self contained release module which may be
installed within the trunk space of a vehicle and connected to the
existing trunk release mechanism or latch. The module is operable
to provide assistance to the handle in releasing the deck lid or to
independently release the deck lid in response to a detection of an
occupant within the trunk compartment.
[0095] Providing a trunk release module that includes an assist
device that may be electrically powered and/or that is gas or
spring powered has many advantages, particularly when the
components of the module (that can include an active
manually-operable trunk release element such as a handle, touch
surface or button, and/or a passive, occupant sensing element, such
as a thermal sensor assembly that thermally detects body motion in
the trunk, and/or an assist device, whether electrically operable
such as a solenoid or gas operable such as a gas-operated piston,
and/or a coupling/cable connecting to the trunk latch mechanism)
are housed together in a unitary module assembly. Thus, an
automotive supplier can supply such a unitary module (with the
various components assembled together and with the module
substantially sealed against contamination from the outside
environment such as by rain, dust, dirt and the like) to an
automaker to fit into new vehicles being assembled on a new vehicle
assembly line, or can supply to the aftermarket as a retrofit for
an existing fleet of vehicles.
[0096] Referring now to FIGS. 8-25, the present invention pertains
to a sensing system for compartment applications, particularly for
providing an indication of a person or animal trapped in the trunk
or passenger compartment of a vehicle, such as an automobile.
[0097] FIG. 8 shows the system 1010 in the environment of a vehicle
1106. The vehicle 1106 is a conventional automobile with door locks
1154(a). . . (d) and any other options available on the vehicle
1106.
[0098] A sensor 1102, such a pyroelectric infrared (PIR) sensor
(also referred to as a detector herein), is disposed in a
compartment 1105, which is shown as a trunk or baggage compartment
or cargo compartment or other storage compartment provided in the
vehicle. Alternatively, the sensor 1 102 could be mounted in the
passenger compartment 1130.
[0099] The interior cabin of a vehicle 1106 parked in a sunny
climate can reach air temperatures in excess of 150.degree.
Fahrenheit and humans and pets can be rapidly overcome by the heat.
For such applications, the sensor 1102 is suitably mounted in
locations such as the rear-view mirror, in the dome light or in the
headliner of the vehicle. An occupant sensing system with a sensor
mounted on a rear-view mirror is described in commonly assigned
U.S. patent application, Ser. No. 08/901,929 filed Jul. 27, 1997,
now U.S. Pat. No. 6,166,625, which is hereby incorporated by
reference in its entirety herein.
[0100] PIR sensors are inexpensive and reliable sensors that
require very low power to detect sudden changes in the thermal
profile of a compartment 1105, 1130 due to movement of a living
being. The PIR sensor is particularly desirable because of the high
reliability and sensitivity of the device. A preferred PIR sensor
has sufficient sensitivity to detect the thermal changes inside a
compartment 1105, 1130. A desirable sensing device should have
detection capability preferably greater than 105 cm Hz/W (and most
preferably greater than 106 cm Hz/W), low noise and high signal to
noise ratio. Furthermore, the sensor should be able to resolve a
body at a temperature of about 37 .quadrature.C moving at a
frequency of approximately 5 Hz and at a distance of about 1-7
meters. Preferably, the sensor should also be able to resolve a
body about 37 .quadrature.C at a velocity of 0.1-3 m/s and at a
distance of about 0.25-5 meters.
[0101] One or more PIR sensors may be utilized to acquire
sufficient sensing input. The PIR sensor 1102 typically comprises
single or multiple elements enclosed in the same package. The
package may be a standard TO-5 transistor package, which is a
popular metal can package such as the P7178 series available from
Hamamatsu.TM. or the LHi 954 available from Heimann.TM.. A PIR
packaged in plastic such as epoxy, polysilane or silicone may also
be used. The package may include thin film elements, a thick film
load resistor, and a Junction-Field-Effect Transistor (JFET)
pre-amplifier. Preferably, all components are hermetically sealed
in the package. The sensor may also incorporate RF immunity into
the TO-5 package such as a 220 microfarad capacitor in parallel
with the pyroelectric elements or metallic grid or coating to
reduce stray RF to the elements. Thus, the sensor can incorporate
electronic compounds to improve rejection of RF noise to achieve
signal amplification and/or noise reduction.
[0102] Other types of sensors that are also suitable include
thermopile detectors, image sensors, radar, ultrasonic, carbon
dioxide sensors, bolometers and a thermal imaging camera.
[0103] Floor mats 1138(a)-(d) include sensing elements 1140(a)-(d)
that are capacitive, resistive and/or pressure sensitive. The mats
1138 are placed on the floor of the trunk compartment 1105 or
passenger compartment 1130 and are used to produce a signal
indicative of the presence of a human or animal in the trunk or
passenger compartment. In this embodiment, when a human or pet
applies pressure to the mat 1138, a signal is produced by the
associated sensor 1140. The signal is indicative of a sensed
pressure exerted by the weight of a human or animal. The signal is
used by a controller 1110 to produce a visible indication or
release a latch. Also, shock sensors 1142, microphones 1144, level
sensors 1136, cameras 1304, and/or bolometers 1306 are suitably
used to sense movement in the trunk compartment 1105.
[0104] Level sensor 1136 is coupled to controller 1110 to sense
whether the vehicle is being elevated at either end, such as when
the vehicle is being towed.
[0105] Cameras 1304 are used to scan the compartment and generate
images. Such cameras are known to those skilled in the art.
[0106] Bolometers 1306 are coupled to controller 1110 and are broad
band detectors that are sensitive to electromagnetic radiation.
Although the bolometer is essentially a Wheatstone bridge, with two
platinum strips, when one strip receives radiation, its electrical
resistance changes slightly compared to the other strip. The
measured difference indicates the amount of radiation received.
More advanced bolometers use materials more sensitive to
temperature, such as semiconductors, indium, antimonide and
germanium mixed with gallium or indium. Microfabrication techniques
enable the production of arrays of bolometers. Bolometer 1306 is
either a single bolometer or an array of bolometers available from
Honeywell.TM..
[0107] Shock sensor 1142 is coupled to controller 1110 and is used
for detecting impact on portions of the vehicle, for example an
occupant striking a compartment wall or glass window while
attempting to escape. Shock sensor 1142 is, for example an SH15
sensor available from FBII.TM..
[0108] Microphone 1144 is coupled to controller 1110 and is used to
detect sound in the compartment, such as a trapped occupant calling
for help.
[0109] It is an embodiment of the invention that any combination of
the above-listed sensing mechanisms could be used in conjunction
with other of the sensing means to sense a human or animal in a
passenger compartment 1130 or cargo compartment 1105 of a vehicle
1106. For example, a pyro sensor 1102 is suitably combined with a
shock sensor 1142 such that thermal energy and motion detection are
required to generate a signal indicating the presence of a person
or animal. The combination of a plurality of sensors reduces the
likelihood of a false alarm.
[0110] It is also an embodiment that selected ones of the
above-listed sensing mechanisms are operated such that power
consumption by the system is minimized. For example, sensing
mechanisms that require less power to operate are used as primary
sensing mechanisms, which are used to trigger secondary sensing
mechanisms. Once the secondary sensing mechanisms are triggered,
they can confirm that a viable signal is present. Typically, the
primary sensing mechanisms are used to constantly monitor the
status of the compartment and upon sensing a possible occupant in
the compartment transmit a signal to the secondary sensing
mechanisms.
[0111] It is also an embodiment of the invention that the sensing
system 1010 generates a step-wise response by activating particular
selected mechanisms, waiting a particular period of time and
activating additional mechanisms. For example, the thermal sensor
1102, upon sensing an occupant triggers controller 1110 to
illuminate a light 1139. When additional activity in the vehicle
1106 is sensed within a pre-determined period of time, the
controller 1110 will activate a tell/tale indicator 1109. If
additional input is received, the controller 1110 actuates the
trunk release mechanism 1114.
[0112] The step-wise response permits one level of response when a
primary sensor is triggered and a second level of response when a
secondary sensor is triggered.
[0113] Typically, a human body emits radiation in the 8-14 micron
wavelength range with a peak emission typically around 9.3 microns.
This radiation, emitted as IR radiation, is absorbed by the thermal
sensor, preferably converted to heat, and later to an electric
signal. Therefore, a filter material should be installed between
the sensor and the view to block radiation in other wavelength
ranges to avoid false alarms. The system 1010 should require less
than about one Watt of power, and preferably less than about 0.1
Watts, and most preferably less than about 0.02 Watts, when
employed in a vehicle in the parked state. Since the system 1010
receives power from the car battery 1328, via line 1335, the system
1010 will not function when the battery 1328 is not sufficient.
Therefore, it is an embodiment of the instant invention to provide
an auxiliary power supply 1270 that supplies power solely for the
passive trunk release system (PTRS), and, optionally to the trunk
release mechanism.
[0114] Conventional vehicles use a 12 volt battery as a power
supply. The sensing system 1010 is continually activated when the
vehicle ignition is not operating. The sensing system 1010
typically draws less than about 15 mA, preferably less than about 8
mA, more preferably less than about 1 mA and most preferably, less
than about 0.5 mA. In vehicles with a 42 volt battery power supply
or a 48 volt power supply, the sensing system 1010 current draw is
less than about 3.75 mA, preferably less than about 1.25 mA, more
preferably less than about 0.25 mA and most preferably less than
about 0.125 mA.
[0115] The exemplary vehicle 1106 illustrated in FIG. 8 has a deck
lid 1108 with inner and outer surfaces 1108A and 1108B,
respectively. For trunk applications, the thermal sensor 1102 is
suitably mounted in a number of different locations including the
deck lid 1108, underneath a parcel shelf in the trunk 1105 (parcel
shelf not shown), the front of the trunk (i.e., on the inside
behind the license plate), and on the back of the trunk, for
example, on the inside portion of the back seats 1197A and 1197B.
The security of the mounting is very important since movement of
the thermal sensor 1102 against the vehicle body could cause a
false signal. Mounting techniques include mechanical attachments
and/or adhesive attachments and typically include, for example,
adhesives, Velcro.TM., pins, bolts and screws. The mounting of the
thermal sensor 1102 can either be distinct or integral. If the
mounting is distinct, it can be for example, a separate mounting
bracket or back plate. If integral, the mounting is molded into the
housing of the sensor 1102. Typically the thermal sensor 1102 is
mounted on the deck lid 1108 or alternatively attached at the
parcel shelf at the trunk to prevent possible damage when luggage
or other objects are placed in the trunk.
[0116] A latch mechanism 1114 is mounted on the vehicle 1106 to
enable the trunk deck 1108 to maintain a closed position in
relation to the vehicle 1106. The latch mechanism 1114 can be
actuated when the thermal sensor 1102 generates an alert signal and
a controller 1110 causes the latch mechanism 1114 to enter an
"open" position and thus open the trunk deck 1108. The latch
mechanism 1114 is capable of generating a trunk lid status signal
indicative of whether the trunk lid is "OPEN" or "CLOSED." This
trunk lid status signal is transmitted to the controller 1110.
[0117] Alternatively, a latch module (not shown in FIG. 8) is
suitably located remotely from the latch mechanism 1114 and
generates a trunk lid status signal indicative of the position of
the trunk lid 1108.
[0118] A tell/tale light 1109 is mounted on the dashboard of the
vehicle 1106 and coupled to controller 1110. The tell/tale light
1109 is suitably actuated when the sensor 1102 detects a change in
the temperature of the compartment 1105 such that the sensor 1102
generates an alert signal and the controller 1110 activates the
tell/tale light 1109. The location of the tell/tale light 1109 is a
design choice and lacks criticality. Indeed, the system 1010 could
function without the tell/tale light 1109, and utilize other
indicators, such as interior lights 1150, horn 1111, headlights
1120(a) and (b) or any combination thereof. One example of using
the horn 1111 to indicate a sensed condition is sounding the horn
1111 to produce the SOS signal, which will be reserved exclusively
to signify a human being trapped in the vehicle 1106. Also, the
headlamps 1120(a) and (b) could flash an SOS signal to indicate a
human is trapped in the vehicle 1106. Also, activating a
conventional anti-theft vehicle alarm system (not shown), turning
on the interior lights 1150 of a vehicle, and/or activating a
telemetric, wireless vehicle remote command system such as an
ONSTAR.TM. or RESCU.TM. (not shown) system are other examples of
indicating that a sensed condition is present in the vehicle
1106.
[0119] In addition to the SOS signal another pattern of output by
the horn, headlamps, interior lights and the like could be used.
This output signal could be reserved specifically for a trapped
occupant such that people hearing the output or seeing the signals
would understand the significance of the output.
[0120] Ignition module 1206 is typically located on the steering
column and is coupled to controller 1110. In one embodiment, when
the ignition 1107 is "ON," indicating that the engine is running,
the controller 1110 will not activate the latch mechanism 1114.
Thus, the trunk lid 1108 will not open if the engine is
running.
[0121] Temperature sensor modules 1352(a) and 1352(b) are also
mounted in the compartments 1105, 1130, respectively, to sense
ambient temperature. The temperature sensing modules 1352(a) and
1352(b) are coupled to the controller 1110. When the ambient
temperature exceeds a predetermined quantity, the controller 1110
will generate a control signal more quickly. This has the advantage
that if a child is trapped in a trunk 1105 on a hot day, the latch
mechanism 1114 trunk release will be actuated in less time. This
will reduce the likelihood that a trapped child will suffer
injuries related to excessive heat. The thermal sensor 1102 is also
suitably coupled to temperature sensors 1352(a) and 1352(b) and is
adapted to provide different signal strengths with changes in the
ambient temperature. The temperature can be monitored by
temperature modules 1352 and used to influence the gain of the
output so that a reliable signal is received at all times. This
reduces the likelihood of a false alarm condition since the
baseline of the thermal sensor 1102, which might drift upward as
the ambient temperature increases, is corrected. The signal
received from the temperature sensing modules 1352 is used to
determine whether an alert signal is generated. For example, in a
situation in which the ambient temperature of the vehicle passenger
compartment 1130 is between 55 and 70 degrees Fahrenheit, the
system 1010 may not generate an indication at all, since it is
acceptable for passengers to be in the passenger compartment 1130
at such temperatures.
[0122] One potential for false detection is towing the vehicle 1106
(ignition of car in "PARK") with hot or cold groceries or other
items that influence the temperature of the cargo compartment 1105
on passenger compartment 1130. The movement of the vehicle 1106 may
cause these items to shift, thus generating a positive detection
signal. One method to prevent this is to utilize a level sensor
1136, which is coupled to the controller 1110, so that when the
level sensor 1136 detects a towing condition, the controller 1110
is disabled.
[0123] It is possible that an output signal may be generated
falsely by movement of the body of the vehicle 1106 (i.e. rocking a
vehicle 1106 that has a bag of ice in the trunk 1105). In order to
overcome this possible concern, the thermal sensor 1102 is suitably
combined with motion detector 1132. The combination of the motion
sensor 1132 and the thermal sensor 1102 means that unless both
sensors are triggered, an alarm condition will not be
generated.
[0124] Use of the level sensor 1136 to detect vertical and
horizontal movement will reduce the likelihood of a false alarm
generated by wind gusts, since wind gusts typically produce
primarily horizontal movement components and very slight vertical
movement components. Also, filtering the received signals reduces
the likelihood of a false alarm situation, since humans moving in a
vehicle compartment 1105, 1130 will typically generate signals with
a frequency between about 0.05 Hz and 10 Hz, more preferably
between about 0.075 Hz and 5 Hz, and most preferably between about
0.1 Hz and 2.0 Hz. Thus filtering signals with a frequency below
three Hertz is typically acceptable.
[0125] Inanimate objects in motion are greatly dependent on the
resonant frequency of the vehicle. For example the General
Motors.TM. 2000 Impala.TM. has a resonant frequency at about 2.25
Hz. Almost all heated or cooled inanimate objects will oscillate at
this frequency for that particular car. All automobile natural
frequencies will differ according to the size of the vehicle.
[0126] Optionally, movement of inanimate objects put into motion by
resonant motion of a vehicle can be distinguished from human or
animal motion. This is achieved on the basis of frequency motion
resulting from car motion that can only occur at a frequency at or
above that frequency of the car.
[0127] Another potential for false detection is when the vehicle
1106 is in a car wash and hot and/or cold groceries are also in the
vehicle cargo compartment 1105 or passenger compartment 1130. In
order to prevent an alarm condition, a motion sensor 1132 to sense
motion within the vehicle compartments 1105, 1130 is suitably used
in conjunction with the thermal detector 1102.
[0128] In situations in which the vehicle is rocked or in a
carwash, it is preferable to have the trunk lid 1108 remain
closed.
[0129] Various indication alternatives may be used, including the
flashing of interior lights 1150, siren and a cellular phone call
to 911 or another user-specified number to alert the user or other
personnel of an alarm condition. Depending on the type of vehicle
1106 the system output may vary. For some vehicles, the trunk lid
can be released through the Body Control Module (BCM) 1151. The BCM
release of the truck lid 1108 will require the PTRS system 1010 to
ground an output to the BCM 1151. For other vehicles, the trunk lid
1108 must be released directly. The system 1010 would then supply a
pulse to the rear compartment lid motor 1303. Other indications
such as sounding the horn 1111, flashing the lights 1120(a) and
1120(b), and/or sounding an alarm are suitably used. Also,
activating or "beeping" a remote keyless entry module, or
activating a LO-Jack.TM. system are other means of indicating that
a human or animal has been sensed in the vehicle 1106.
[0130] Another feature of this invention is seat position sensors
1199(a) and 1199(b) that provide an indication of seat position.
Thus, rear seats 1197(a) and (b) referred to collectively as 1197,
of vehicle 1106 seal off the trunk compartment 1105 when they are
in an upright position. Seat position sensors 1199 sense the
position of seats 1197 and when the seats are not in an upright
position, the trunk release mechanism 1114 will not be actuated.
This enables passengers to occupy the trunk compartment 1105
without activating the system when the rear seats 1197 are down.
This is particularly useful in compact cars in which the rear seats
1197 are put down for additional storage. The status of the rear
seat position is suitably used to determine whether to generate an
alarm condition. For example, if the rear seats 1197 have been
folded down and the trunk lid 1108 has not been opened prior to a
sensed signal, the controller 1110 determines that any received
signal is a false alarm and will not generate an alarm
condition.
[0131] The rear seats 1197 are also coupled to the controller 1110
such that if the seat position sensors 1199(a) and 1199(b) indicate
that the rear seats 1197 are in the upright position and an alarm
condition is generated, the rear seats 1197 will be released. This
will provide a means of escaping from the trunk compartment 1105
into the passenger compartment 1130 of the vehicle 1106. This
permits exit from the trunk compartment 1105 without compromising
the security of the vehicle 1106.
[0132] Speakers 1137 are mounted in the trunk compartment 1105 of
the vehicle 1106 so that a recorded message is played when an alarm
condition is generated. This message may be recorded by an owner of
the vehicle who may have a child who is likely to be trapped in the
trunk of the vehicle 1106. Thus, a child trapped in the trunk 1105
of the family car will hear a recorded message by their parent.
This message could instruct the child regarding release, i.e.
pulling on a manual release handle 1134 or to stay calm.
[0133] Alternatively, a solid state chip 1152 is suitably used to
output a pre-recorded message when an alarm condition is generated.
The content of this pre-recorded message is typically instructions
regarding exiting the vehicle 1106.
[0134] An illumination source, such as a light, 1139 is coupled to
controller 1110 and is mounted in the trunk compartment 1105 to
illuminate the compartment 1105. Typically the light 1139 is
positioned to illuminate manual release handle 1134. The light 1139
is typically an array of LEDs that are capable of emitting blue
light, yellow light, white light, green light, orange light, red
light or any combination thereof.
[0135] Also, a second illumination source, such as a light, 1135
may be suitably disposed at or within handle 1134 to illuminate the
handle 1134 from within. This enables a handle to be illuminated
when a person is sensed in the trunk. This is used in conjunction
with a pre-recorded message instructing the trapped person to pull
the illuminated handle.
[0136] FIG. 9 is a flow chart 3000 showing steps using primary
sensing mechanisms in conjunction with secondary sensing mechanisms
to generate an alert condition. These steps are suitably stored on
a computer readable medium. This has the advantage that only a
minimum number of sensors (i.e., primary sensors) need to be
constantly monitoring a compartment area. The primary sensors
suitably alert the secondary sensors when the primary sensors sense
viable input. This reduces the possibility of false triggers
because the secondary sensors confirm that an alert condition is
present prior to the controller generating an output to a
destination such as an indicator or a trunk release. The steps
shown in FIG. 9 are used with primary and secondary sensors that
have the capability to determine whether the sensed input is a
viable signal. Once that determination has been made by the primary
sensor(s) the primary sensor(s) send a primary output signal to the
secondary sensor(s). The secondary sensor(s) then begin sensing the
compartment area. The secondary sensor(s), where appropriate,
transmit a secondary output signal to the controller. The
controller uses the secondary output signal to activate a trunk
release, illuminate a light source, illuminate an indicator or some
other action as described herein.
[0137] Alternatively, it is also an embodiment of the invention
that the primary sensor(s) transmit all sensed inputs to the
controller and the controller determines when to actuate the
secondary sensor(s). The secondary sensor(s), once actuated, would
transmit all sensed inputs to the controller and the controller
determines when an alert condition (i.e., adequate quantity of
viable signals within a predetermined period of time) is sensed,
and thereby transmit a control signal to a destination.
[0138] As shown in FIG. 9, block 3002 is a start block. Block 3004
shows that one or more primary sensors are active to continuously
monitor either the cargo compartment or the passenger compartment
of a vehicle. The primary sensors are typically low power
consumption sensing devices to reduce power drawn by the sensing
system. Block 3006 shows that the primary sensor receives viable
input from the compartment. Decision block 3008 determines whether
or not the number of viable signals received from the primary
sensor exceed a predetermined number within a predetermined period
of time. Thus, block 3008 helps determine whether a human is being
detected. If not line 3010 shows that a counter is incremented as
shown in counter box 3014. Line 3012 shows the counter, which has
been increased transmits the quantity of signals to block 3004. If
a viable signal has been detected line 3016 shows that a secondary
sensor is activated as shown in block 3018. The secondary sensors
then begin receiving input from the compartment and each of the
secondary sensors determine whether or not a viable signal is
detected, as shown in block 3019. If not, line 3049 leads to
counter block 3014, to increment the counter.
[0139] When the secondary sensor(s) determine that a viable signal
has been received, a secondary sensor alert signal is sent to
controller as shown in block 3020, via line 3039. Block 3021 is a
decision block for determining whether or not the vehicle is
moving. If it is, line 3022 shows that a visual indicator is
actuated. This is typically a tell/tale light as described herein.
Line 3030 shows that the process goes to end block 3032. If the
vehicle is not moving, line 3024 leads to block 3026 which actuates
a release mechanism, which is typically a trunk release mechanism
to open the trunk. End block 3032 is then reached.
[0140] FIG. 10 is a diagram showing the components of an exemplary
compartment sensing system 1020. System 1020 includes sensor 1102
coupled to a light emitting diode (LED) 1207 for emitting light
energy 1227. This device provides illumination and may illuminate a
release mechanism, for example a symbol or text such as "pull here"
which will release the trunk lid. This LED 1207 also suitably
flashes when a human is detected and thereby attract the trapped
human closer to the sensor 1102 and increase the signal strength.
The sensor 1102 also suitably detects variations in a thermal
profile of a compartment. Thus, sensor 1102 detects how the thermal
profile varies over time; specifically detection of an
instantaneous rate of change of temperature (T) with time (t)
(.quadrature.T/.quadrature.t). The system 1020 can also be used
with a manual handle (shown as element 1134 in FIG. 8) which when
pulled provides an exit path from the compartment.
[0141] The sensor 1102 is coupled to control module 1110 shown as
PTRS module, via bidirectional interconnector 1255. The PTRS module
1110 (also referred to as controller 1110) receives alert signals
from the sensor 1102 and actuates LED 1207. The PTRS module 1110 is
coupled to the transmission gear selector commonly called PRNDL
switch 1104, via interconnector 1251. Interconnector 1251 is
suitably a wire. Ignition switch module 1206 and the speedometer
module 1212 are coupled to PTRS module 1110 via interconnectors
1237 and 1253, respectively. The PRNDL switch 1104, ignition switch
module 1206 and speedometer module 1212 generate signals indicative
of their current state of operation and transmit them to the PTRS
module 1110. The PTRS module 1110 utilizes these signals to
determine whether to generate an alert signal and/or latch release
signal.
[0142] PTRS module 1110 outputs a control signal to tell/tale
indicator 1109, which is typically located on the dashboard of the
vehicle, via interconnector 1257. The PTRS module 1110 is also
capable of outputting an actuating signal to the trunk latch
release module 1214 via interconnector 1259. The trunk latch
release module 1214 includes a motor and a trunk latch, shown
herein as elements 1303 and 1114, respectively. The actuating
signal is used to release a trunk lid from a closed position to an
open position. The PTRS module 1110 outputs control signals to
other destinations such as headlamps 1120, siren 1222 and horn 1111
via interconnectors 1261, 1264 and 1266, respectively. The PTRS
module 1110 is also designed to transmit signals 1283 to a remote
receiver 1218, such as a remote keyless entry module (RKE). These
signals 1283 are used to actuate the RKE module so that the trunk
lid is opened. The PTRS module 1110 also transmits signals 1265 to
pager 1216 that outputs an indication that the sensor 1102 has
generated an alert signal. This indication could be text or a
number code displayed on pager 1216.
[0143] The sensor 1102 and/or PTRS module 1110 also may receive
signals 1267 from a remote keyless entry module 1218. This enables
a user to activate an alert signal from a remote location. The PTRS
module 1110 is coupled to the Prindle (PRNDL) switch 1104, via
interconnector 1251. Interconnector 1251 is suitably a wire.
Ignition switch module 1206 and the speedometer module 1212 are
coupled to PTRS module 1110 via interconnectors 1237 and 1253,
respectively. The Prindle switch 1104, ignition switch module 1206
and speedometer module 1212 generate signals indicative of their
current state of operation and transmit them to the PTRS module
1110. The PTRS module 1110 utilizes these signals to determine
whether to generate an alert signal.
[0144] The compartment sensing system 1020 can be packaged with
other trunk components such as a trunk light, an RKE system, and a
spare tire assembly to decrease packaging and space
requirements.
[0145] The sensor 1102 can also sense ambient light and in a
situation in which the trunk volume, shown as 1105 in FIG. 8, is
not dark, the sensor module 1102 and PTRS module 1110, will not
activate the light source 1207.
[0146] Additional sensors shown as sensor 1203, which are similar
to sensor 1102, may be used for additional detection.
Alternatively, the additional sensors 1203 are any combination of
the types of sensing mechanisms described herein.
[0147] Power supply 1270 is suitably an auxiliary power supply.
Power supply 1270 is connected to PTRS module 1110 and provides
power to PTRS module 1110. Alternatively, any suitable power supply
voltage is acceptable. Specifically, it is an embodiment of the
invention to utilize a 42 volt power supply.
[0148] Temperature sensor 1352 provides input to the PTRS module
1110. This input is indicative of the sensed ambient temperature in
the vehicle cargo compartment or passenger compartment depending on
the location of the sensor 1352. The system 1020 receives
temperature input to determine if a hazardous condition exists in
the interior of a vehicle due to heat. If the temperature module
1352 senses that the vehicle passenger compartment exceeds 70
degrees Fahrenheit, and an alarm condition is generated, the system
1020 might also start the car engine and automatically turn on an
air conditioning system in the vehicle, opens automatic windows of
the vehicle and/or unlock the doors of the vehicle. Seat position
sensor 1199, level sensor 1136, oxygen sensor 1358, shock sensor
1142, microphone 1144, camera 1304, bolometer 1306 and floor mat
sensors 1140 also provide input to the PTRS module 1110 indicative
of the various conditions. (See discussion relating to FIG. 8.)
[0149] Any combination of the above-listed sensors may be used to
provide input to PTRS module 1110.
[0150] The system 1020 suitably functions as an anti-theft alarm
system when sensors 1102 and 1203 are mounted in the passenger
compartment of the vehicle (shown as compartment 1130 in FIG. 8).
Sensor 1102 is suitably mounted in the dome light or overhead
console to sense the presence of a person or animal. When a person
or animal is sensed, an alarm condition is generated as described
above.
[0151] FIG. 11 shows a PTRS module 1110 with a thermal detector
module 1102 coupled thereto via bi-directional interconnector 1255.
The combined PTRS module 1110 and detector module 1102 forms a
detection device 1313. The detection device 1313 utilizes inputs
from various input modules to generate one or more outputs. The
detection device 1313 is coupled to the input modules and output
modules through any one of a variety of transmission means.
Although nearly all the interconnections are shown as wires, for
reasons of clarity, it is apparent to those skilled in the art that
other transmission means can also be used. For example,
electro-optical coupling, a wireless transmission means such as
radio frequency (RF), Infrared (IR), or microwave. A wireless
broadcast network could also be used, a wired network bus, local
area wireless network as well as a car area network, controlled
area network, local area network. In a preferred embodiment, a
protocol such as BlueTooth.TM. from Motorola is used. Types of
transmission means for transmitting signals within a vehicle are
disclosed in commonly assigned U.S. patent application, Ser. No.
09/466,010, entitled INTERIOR REARVIEW MIRROR SOUND PROCESSING
SYSTEM, filed Dec. 17, 1999, by J. DeLine et al., now U.S. Pat. No.
6,420,975 (attorney docket No. DON01 P-787), which is hereby
incorporated by reference in its entirely herein. The inputs
provide indications of the status of system 1030, which is
typically disposed in an automobile, and include, for example,
whether the automobile is running or whether the trunk lid is open.
Parameters that can be used for the detection device 1313 to make a
valid decision as to whether or not to actuate the trunk release
mechanism 1114 typically include, status of deck lid (open or
closed) ignition switch (on or off), transmission state (PRNDL),
vehicle speed, temperature inside trunk, supply voltage at the
sensor, time and date when signal triggered, and oxygen level
and/or carbon monoxide level in the vehicle compartment.
[0152] FIG. 11 shows detection device 1313 receiving power from
battery 1328 via wire 1335. The battery 1328 is suitably the
vehicle battery and/or an auxiliary power supply to power the PTRS
System 1030. Ignition module 1206 provides input to detection
device 1313 via wire 1337. This input is indicative of the whether
the engine of the vehicle is running. Input from a trunk lid module
1326, which indicates the position of the trunk deck, is received
by detection device 1313 via wire 1339. Speedometer module 1212 is
coupled to detection device 1313 via interconnector 1364.
Speedometer module 1212 produces a signal indicative of whether the
vehicle is moving, and more specifically, at what speed the vehicle
is moving.
[0153] Oxygen sensor 1358 is used to sense the amount of oxygen in
a compartment. The oxygen sensor 1358 transmits a signal indicative
of the oxygen level in the compartment to detection device 1313 via
interconnector 1360. The detection device 1313 utilizes the output
from the oxygen sensor to determine how quickly to actuate trunk
release mechanism 1114. For example, when the oxygen level is below
a pre-determined threshold, the detection device 1313 will generate
a release signal to actuate trunk release mechanism 1114 more
quickly. This reduces the likelihood that a person trapped in a
compartment will suffocate.
[0154] Alternatively, a gas sensor (such as oxygen sensor 1358 or a
carbon monoxide gas sensor) is used to sense the level of carbon
monoxide in a compartment. In a situation in which the carbon
monoxide level exceeds a pre-determined threshold, the detection
device 1313 will actuate the trunk release mechanism 1114 more
quickly than when there is no threat of carbon monoxide poisoning
to a human being or other animal.
[0155] Car seat sensor 1143 also increases sensitivity when
present. It is an embodiment to utilize a car seat sensor 1143,
coupled to controller 1110. Car seat sensor 1143 is mounted in the
passenger compartment and senses if a child car seat is present.
Also, a user can set the unit 1143 when installing a child-safety
car seat. The child/infant car seat sensor 1143 is used to direct
special attention to movement in that area. Infants left alone in a
car seat have limited motion since they are strapped in a
particular location. The car seat sensor 1143 provides additional
protection against a child being left in a child/infant car seat
inadvertently.
[0156] Level sensor 1136 is coupled to detection device 1313 via
interconnector 1336, seat position sensor 1199 is coupled to
detection device 1313 via interconnector 1399, motion sensor 1132
is coupled to detection device 1313 via interconnector 1334 and RKE
module 1218 provides signals 1267 to detection device 1313.
[0157] Floor mat sensors 1140, microphone 1144, camera 1304 and
bolometer 1306 also provide input to detection device 1313. The
interconnectors are not numbered, but are apparent to those skilled
in the art.
[0158] Disable signals indicative of the operating status of one or
more peripheral modules are transmitted from disable module 1324,
via wire 1341 to detection device 1313. The disable module 1324,
which is suitably a switch for disabling the system 1030 can be
activated by a user to prevent the detection device 1313 from
generating a trunk release signal. This enables a user to
deactivate the system 1030. The disable module 1324 is typically
located on the detection device 1313 or alternatively on the
dashboard of the vehicle. Although only one disable module is shown
it is apparent to those skilled in the art that a plurality of
disable modules may be used with the present invention. A disable
module 1324 may be coupled (interconnections not show) to one or
more of the peripheral modules to disable selected peripheral
modules.
[0159] Also, each peripheral module can have a disable switch so
that a user can disable any particular module or combination of
modules that they wish to disable. Although the individual disable
switches are not shown, it will be apparent to one skilled in the
art that the disable switches are part of each peripheral
module.
[0160] There may be instances when it is desired to have the system
1030 non-functional, such as when traveling with pets in the trunk.
In order to assure safety, the system 1030 is programmed to reset
with every ignition cycle and/or every trunk lid opening so that
the operator does not forget that the system 1030 was turned off.
Also, the detection device 1313 is suitably programmed so that the
disable module 1324 is disengaged when the keys are in the ignition
and/or, when the car is running so that a young child would not be
able to disarm it. When the disable module 1324 is activated, such
as pushing and holding an "ON/OFF" switch down, with the deck lid
closed and/or the rear seats up, the system 1030 will recognize
this as a trapped human and will immediately activate a response,
such as open the trunk lid, flash lights 1120, and/or honk the horn
1111. When the system 1030 is disabled, the tell/tale light 1109 is
suitably continuously lit to signal an operator of the vehicle that
the system 1030 is disabled.
[0161] Another function for the disable module 1324 is a panic-mode
button. In this case, depressing the button 1324 and holding the
button down, would immediately release the trunk lid as opposed to
waiting a pre-determined period of time specified by an algorithm.
This would grant the victim immediate release from the trunk.
[0162] A self-test feature using a self-test button 1323 is used to
demonstrate that the system 1030 is operational. In this mode upon
depressing the button 1323, the system 1030 would signal that it is
operational by, for example, an audible sound, a dashboard light,
and/or a blinking LED. One could enter self-test mode by pressing
the self-test button 1323 on the detection device 1313 for a
specified length of time or self-test mode could be performed with
every ignition cycle. One example of a potential self-test protocol
could be as follows: [0163] To initiate the self test the deck lid
must be open. [0164] Hold the self-test button 1323 down for 10
seconds, chirp the [0165] horn once at 2 seconds chirp horn 3 times
at 10 seconds to [0166] indicate the self-test mode hand wave to
cycle the latch release [0167] mechanism and to reset the
system.
[0168] The detection device 1313 also suitably receives input from
PRNDL module 1104 via wire 1333. The signal from PRNDL module 1104
indicates whether the wheels of the vehicle are engaged. The
detection device 1313 processes the received inputs to generate one
or more output signals. For example, if the trunk lid module 1326
senses that the trunk is in the open position, the detection device
1313 will not generate a signal to actuate trunk release latch
1114, since the trunk lid is not closed. Similarly, if the
detection device 1313 receives a signal from the PRNDL module 1104
that the wheels of the vehicle are moving, the detection device
1313 will not actuate the trunk release latch 1114 since opening
the trunk of an automobile while the automobile is moving would
present a potential safety hazard.
[0169] In a situation in which the vehicle is moving, the detection
device 1313 would generate a control signal to an indicator. For
example the detection device 1313 would output a signal to a
tell/tale indicator 1109 via interconnector 1257. The tell/tale
indicator 1109 illuminates and thereby provides notification to the
operator of the vehicle that an alert situation has been detected,
for example a child in the trunk. The operator could then manually
open the trunk once the vehicle is stopped.
[0170] The detection device 1313 is also capable of generating a
control signal to activate other destinations. These destinations
include indicators described in relation to FIG. 10 and are shown
as headlamp 1120, siren 1222, horn 1111, lamp 1139, Speaker 1137,
BCM 1151, and pager 1216 via signals 1265. Depending on the type of
vehicle the system output may vary. For some vehicles, the trunk
lid can be released through the Body Control Module (BCM) 1151. The
BCM 1151 release of the deck lid will require the PTRS system to
ground an output to the BCM 1151. For other vehicles, the deck lid
must be released directly. The detection device 1313 would then
supply a pulse to the rear compartment lid motor 1303, via
interconnector 1259. Other indications shown as optional outputs
1119 are activated via interconnector 1345. These optional outputs
include for example, a cellular phone call, and ONSTAR.TM.
signal.
[0171] The trunk release module 1214, which is typically a motor
1303 and a latching mechanism 1114 for attaching the trunk lid to
the vehicle, is actuated upon receiving a control signal, via
interconnector 1347, from detection device 1313. In this embodiment
the trunk lid input 1326 sends a signal to the detection device
1313 indicating that the trunk lid is not in the closed position.
If the trunk lid is open, the detection device 1313 will not
actuate trunk release module 1214.
[0172] FIG. 12 depicts compartment sensing system 1040. FIG. 12
specifically shows a microcontroller 1410 and drivers 1476 for
generation of control signals. System 1040 includes PIR sensor 1102
for determining a thermal profile in a compartment. The PIR sensor
1102 transmits a signal representing sensed ambient conditions in a
compartment to analog signal processing unit 1472, via
interconnector 1469. Analog signal processing unit 1472 processes
the input and transmits a signal generated as a function of the
thermal profile to microcontroller 1410, via interconnector 1451.
Microcontroller 1410 also receives inputs from battery 1328, via
interconnector 1335, trunk lid module 1326 via interconnector 1339,
transmission gear switch (PRNDL module) 1104, via interconnector
1333, ignition module 1206 via interconnector 1337, disable module
1324 via interconnector 1341 and temperature module 1352 via
interconnector 1353. Also, other inputs such as speedometer, floor
mats, camera, bolometer, level, motion, microphone and oxygen
sensors are also utilized as shown in FIG. 11. The microcontroller
1410 outputs signals to driver unit 1476 via bidirectional
interconnectors 1473 and 1475, which are suitably wires. Wires 1473
and 1475 are each two wires for bidirectional communication between
microcontroller 1410 and driver unit 1476.
[0173] The driver unit 1476 transmits signals from the
microcontroller 1410 to output indicators such as tell/tale
indicator 1109, and optional outputs 1119. Other output indicators
such as horn, headlamps, siren and pager as discussed above are
also utilized. The tell/tale light 1109 also transmits a signal to
driver 1476 via bi-directional interconnector 1257 indicating the
status of the tell/tale light 1109. The driver unit 1476 also
outputs a control signal to trunk motor 1303, via interconnector
1459 to actuate the opening of the trunk latch 1114. Thus, the
microcontroller 1410 will actuate the trunk latch 1114 on reception
of an alert signal generated by the PIR sensor 1102.
[0174] FIG. 13 shows trunk release algorithm 1050 to actuate a
trunk release upon detection of a viable signal. These steps are
suitably programmed and stored on a computer-readable medium. A
viable signal is a signal that is produced upon detection of an
event. Viable signal decision block 1546 receives input from
increment counter block 1558 and actuate tell/tale signal block
1564 via lines 1574 and 1572, respectively.
[0175] The viable signal block 1546 outputs a signal via line 1544
if there are no events sensed by the sensors described above. An
event is typically a detected activity detected by one or more of
the sensors. For example, a thermal detector would designate an
event as a sensed change in thermal characteristics of a
compartment. If the viable signal module 1546 receives an event
signal from the sensor (not shown) it transmits a signal to the
checking module 1552 via line 1548. Checking module 1552 makes a
determination whether or not a pre-specified number of viable
signals have been received in a predetermined period of time. If
this is not the case, a signal is transmitted on line 1550 to
increment counter block 1558.
[0176] Increment counter module 1558 accumulates the quantity of
viable signals received until the quantity exceeds a predetermined
quantity. The increment counter module 1558 sends output to viable
signal module 1546 via line 1574. If the criteria for a viable
signal is met, a notification signal is transmitted on line 1554 to
a vehicle moving decision block 1562. The vehicle moving decision
block 1562 senses whether or not a vehicle is in motion. If the
vehicle is moving, the vehicle moving block will not actuate a
trunk release and thus prevent the trunk of a vehicle from opening.
This is a safety feature to prevent the trunk from opening when the
automobile is moving. If the vehicle moving block 1562 senses the
vehicle is moving, it will transmit a signal to a tell/tale
indicator 1564 via interconnection means 1570, which is suitably a
wire, thereby providing an indication that a person or pet may be
trapped in the trunk.
[0177] If the vehicle moving block 1562 does not sense that the
vehicle is in motion when a notification signal is received from
checking module 1552, vehicle moving block 1562 transmits a signal
to actuate trunk release module 1568 via line 1566. Thus, if a
person or animal is sensed in the trunk, and the vehicle is not
moving the trunk latch will be released, permitting escape.
[0178] FIG. 14 shows a flow chart 1060 for controlling a light
source mounted in a compartment upon detection of a person or
animal in the compartment. This embodiment is suitably used with
the latch release mechanism described above. Alternatively, this
embodiment is used without the latch release feature and provides
light to illuminate a compartment such as a trunk when a person is
sensed in the trunk. When a person is sensed in the trunk and the
trunk is closed, a light source, mounted in the trunk will be
actuated. This permits illumination in the trunk, and thereby
facilitate release. In this embodiment, rather than releasing a
latch, a light source is activated to enable a trapped person to
see in the closed compartment. The apparatus discussed in relation
to FIG. 11 is readily modified to include only the components
necessary to actuate a light source (light source shown as lamp
1139 in FIG. 11).
[0179] FIG. 14 shows a flowchart 1060 of steps that are suitably
programmed on a computer-readable medium. These steps are used to
actuate a lamp when a viable signal is sensed. Input block 1670
receives input from a sensor (not shown), such as a PIR sensor
shown as element 1102 above. The input block 1670 outputs a signal
to pulse decision block 1676 via line 1675. The pulse decision
block 1676 determines whether or not there is a viable pulse sensed
or whether noise or interference has been sensed. If the pulse is
not viable, feedback loop 1577 receives a signal to check the pulse
signal again. If a viable pulse has been determined a signal is
transmitted to wake up decision block 1682 via line 1681. The wake
up decision block 1682 determines whether or not a pre-specified
number of viable pulses has been received in a pre-specified period
of time. If this condition is not met, the wake up decision block
1682 transmits a negative signal to record the time of pulse to
timekeeping block 1688 via line 1687.
[0180] The recorded time of pulses is transmitted via line 1689 to
be input to pulse decision block 1676. If the predetermined number
of viable pulses has been exceeded in a pre-specified period of
time, a wake up signal is transmitted to actuate lamp block 1692
via line 1691. This causes a light source, such as an LED or lamp,
described above or other illumination device to illuminate a
compartment. If the light source is illuminated, a signal is sent
to an indicator, such as a tell/tale light in the passenger
compartment indicating that the lamp in the trunk is "ON." This is
shown as line 1696 to tell/tale indicator block 1694.
[0181] An air pocket trapped between lens and sensor provides a
cavity between the thermal sensor and lenslet or lens surface 1713.
This air pocket insulates the sensor from fluctuations in
temperature.
[0182] FIG. 15 shows an overview of a sensing unit 1702. The
sensing unit 1702 includes sensor (not shown) with an LED (not
shown) and an optic lens. The lens can be made of polyethylene or
any other material which provides adequate IR transmission. A
housing or guard 1710 protects the optic lens. The housing 1710 can
be made from polypropylene, ABS or any other material which
demonstrates adequate strength requirements. The housing 1710
protects the lens and also provides a thermal barrier to decrease
false alarm conditions. The sensor is preferably disposed behind
the lens.
[0183] An enable and disable switch 1724 is provided for manual
override of the sensing unit 1702. The switch 1724 for the on-off
function is preferably recessed within the housing 1710 so that it
is not triggered accidentally. The LED or other illumination device
is activated as described above and provides sufficient
illumination to enable a trapped person to see inside the
compartment or pull a manual handle. This facilitates the trapped
person locating a release switch in the trunk, particularly if the
trunk is dark. The sensing unit 1702 is typically a removable unit,
that can be repaired or replaced with minimum time and effort.
[0184] Ribs 1714 provide a means of protecting the sensor and optic
lens from being damaged by objects impacting the sensor and optic
lens.
[0185] FIGS. 16(A) and 16(B) show schematic views of a lens 1703
that is suitably used with the instant invention. FIG. 16A shows an
interior portion of lens 1703 and FIG. 16B shows an exterior
portion of lens 1703. In order to maximize the signal that
pyroelectric elements sense from a defined object e.g. a human
being or animal, such as a pet, the pyroelectric element of the
signal is proportional to f/(f/#)2; f/#=f/D where f is the lens
focal length, # is the lens number, and D is the diameter of the
lens. The preferred signal has the shortest focal length possible
along with a large diameter lens aperture.
[0186] As shown in FIGS. 16A and 16B, a plurality of lenslets
1716(a) . . . (n) (where n is any suitable number) are used to form
lens surface 1713 and increases the sensing ability of the device.
An optical design consideration is the magnification of the object
caused by the lenslets 1716(a) . . . (n). Due to the preferred
detector arrangement of two electrically opposed pyroelectric
elements (not shown), the image of the object to be detected needs
to be small enough so that the two signals from the pyroelectric
elements add constructively. This requires the use of short focal
length lenslets, which typically have a focal length between
approximately 5 and 11 mm and preferably approximately 9.3 mm.
[0187] The focal lengths of the lenslets are chosen to be just
short enough so as to provide an image that produces constructive
interference between the two parallel electrically opposed
pyroelectric elements. In some pyroelements the elements are in
electrical series. Each individual pyroelectric element comprises a
piezo-electric element. Preferably the polarity of the one is
connected so as to oppose the polarity of the other so that when
both are exposed to the same influence they mutually cancel. This
feature enables the sensor to distinguish movement from ambient
conditions. If the ambient condition is changing all lenslets on
average sense the same. The diameter of the lenslets are then made
as large as physically possible. Typically, the allowed diameter is
constrained by the area of coverage required in the trunk area.
Since one lens typically cannot cover the entire area, multiple
lenslets 1716 will be used that are located close to each other,
similar to a fly's eye arrangement. The spacing of the lenslets
1716 is determined by the size of the image. The purpose is to
allow a sufficient gap between the field of view in neighboring
lenslets 1716 so that the image produces signals from the elements
that add constructively.
[0188] The lens 1713 arrangement typically looks similar to a fly's
eye with between approximately 3 and 6 lenslets 1716 across a
diameter for a total number of lenslets 1716 from approximately 9
to 36. The lenslets 1716 will typically be between approximately 5
and 15 mm in focal length with diameters of between approximately 2
and 10 mm. In order to sense objects in the 8-14 micron range, the
lens surface 1720 material will typically be a form of
polyethylene. This material requires that the lens surface 1720
have clear apertures that are less than approximately 1.5 mm thick
and in the final product will be approximately 0.5 mm thick.
[0189] The amount of energy radiated by objects in the thermal area
is not only proportional to temperature, but is also a function of
the objects' emissivity. Thus even if objects in the trunk
compartment and portions of the trunk compartment (where the
objects in the trunk and portions of the trunk comprise background
emissions) are at the same temperature, the objects and portions
may not be emitting the same amount of energy. Since the sensors
sense changes in the compartment, the fact that the background
emissions (i.e., the objects and portions) may not be radiating
uniformly, even when the objects and portions are at the same
temperature, reduces the likelihood that a human being or pet will
blend into the background and remain undetected. In order to take
maximum benefit of this situation lenslets 1716 are suitably aimed
at particular locations in the trunk which are known to have
different emissivities. Preferable background items to aim the
lenslets 1716 at are trunk carpet, black plastic and metal objects
as well as other portions or objects in the trunk compartment that
have a relatively constant emission.
[0190] Alternatively, the lenslets 1716 could be aimed at portions
of the trunk compartment that typically do not reach the same
temperature as the majority of objects in the trunk. For example,
particular locations on the trunk carpet may be thermally coupled
to various portions of the vehicle body resulting in a different
equilibrium temperature than the majority of the carpeted area. A
different equilibrium temperature typically results in a different
radiative output. This variation in output reduces the uniformity
of the background and reduces the likelihood that a child could
blend into the background and not be detected by the sensor. One
preferred trunk area to aim the lenslets 1716 is the spare tire
compartment because of metal objects typically located there and a
volume that forms a cavity.
[0191] Other features of the lens 1703 include a continuous outer
optical surface 1720, spacing of the lenslets 1716, thin wall
sections, a protective ribbing for the lens, varying lens apertures
and focal lengths using aspherics, auxiliary lens features and
using short focal length lenslets 1716 to increase stiffness.
[0192] Although refractive lens surfaces work in the trunk sensor
application, alternatively, diffractive lens surfaces are also used
instead of, or in conjunction with, refractive surfaces. A
diffractive approach has the advantage of potential to balance-out
chromatic aberrations. Thin lens sections would allow higher light
transmission. Diffractive surfaces are easier to fabricate than
they are for visible applications due to the larger diffractive
surfaces used in the thermal infrared.
[0193] Refractive Fresnels
[0194] Fresnel lenses allow the introduction of thin lens sections
for higher light transmission. Small Fresnel lenslets arranged in a
roughly dome-shaped configuration are used.
[0195] Continuous Outer Optical Surface
[0196] FIGS. 16A and 16B show a lens 1703 with continuous outer
optical surface 1720 having a smooth outer surface which is defined
mathematically, for instance, a conic section or a two-dimensional
polynomial function. It is preferred for the optical portion of the
outer surface not to contain any discontinuities in its derivative.
This allows the relative alignment between the outer and inner lens
surfaces to not be as critical, thus reducing the manufacturing
cost.
[0197] Spacing of Lenslets
[0198] The use of a dual-element detector in lens applications
utilizes a particular lenslet arrangement. The primary purpose of
the lenslet 1716 is to provide a large detector field of view. The
lenslets 1716 are typically arranged so that the projections of the
two detector elements do not overlap. Partial overlapping could
cause a reduction in signal intensity and a complete overlap could
substantially diminish the signal intensity. The lenslets 1716 are
typically arranged so that an object moving in any direction will
first cross the field of view of one detector element and then the
field of view of another detector element thereby providing a
maximum signal. FIG. 17 shows the projection of the elements
through a 15 lenslet design showing lenslets 1716(1) . . . (15).
This arrangement has been optimized to detect horizontal and
vertical movement.
[0199] Thin Wall Sections and a Large Optical Area
[0200] The signal received by the detector elements is proportional
to D2exp(-At) where D is the optical aperture diameter, A is a
material constant, and t is thickness. Typically, in most optical
designs the exponential term is insignificant. Most plastics do not
transmit infrared light well. Polyethylene is an economically
feasible plastic for the lens 1720. In order to increase signal
intensity, the lens thickness, t, must be as small as possible and
the aperture diameter, D, as large as possible. If the lens
surfaces 1720 are continuous surfaces, not Fresnel surfaces for
instance, then the large D and small t parameters drive the lens
edge thicknesses to be quite thin. Typical magnitudes for D are
between approximately 3 mm and 6 mm and preferably about 4.3 mm.
Typical magnitudes for t are approximately between 0.7 mm and 1.25
mm and preferably approximately 0.75 mm.
[0201] Protective Ribbing for Lens
[0202] Due to the lens wall thickness, the lens 1720 may need to be
protected from damage. Referring to FIG. 15, preferably this
protection will be offered by the device housing 1710 since the
housing will typically be made from a stronger plastic, for
example, glass-reinforced nylon, or acetal. The housing 1710 will
provide thin ribs 1714 across the lens and partial ribs so as not
to interfere with the lenslets fields of view. In this way the lens
is protected from deformation by most items and forces that might
otherwise destroy and/or distort the trunk sensor lens.
[0203] Variation of Lens Apertures and Focal Lengths
[0204] As shown in FIG. 17, typically the trunk sensor interior
lens surface 1713 contains 15 separate the lenslets 1716(1) . . .
(15). To remove cosine effects the lenslet apertures and/or focal
lengths could be changed. Varying the focal lengths is a feasible
solution but requires that the outer lens surface (shown as element
1720 in FIGS. 16A and 16B) be aspheric.
[0205] Use of Aspherics
[0206] Using aspheric surfaces can reduce spherical aberration,
which is a source of aberration effecting the lens performance.
Also, arranging the lenslets 1716 so that they form a geodesic dome
shape increases lens stiffness and is compatible with an optimum
lens arrangement.
[0207] Auxiliary Lens Features
[0208] Since the trunk sensor lens 1703 is typically fabricated
from a pliable plastic, it is advantageous to include other
mounting features and structures into it. Auxiliary features such
as heat stake/orientation posts, a key-cap, and a mounting ring or
plate facilitate mounting the sensor to either the trunk
compartment or the passenger compartment of a vehicle. A mounting
plate 1718 is shown in FIGS. 16A and 16B.
[0209] Focal Length Lenslets for Stiffness
[0210] The lenslet 1716 focal lengths not only effect the system's
optical performance but its resistance to damage as well.
Polyethylene, when used in thin wall sections (less than about 1.0
mm), is relatively pliable. The lens shape is designed to prevent
lens damage. A hemispherical shape with a radius of about 12 mm or
less increases lens strength, making it less vulnerable to damage
when mounted in a car trunk.
[0211] FIG. 18 shows an exploded view of detector 1513. Detector
1513 includes connector 1512, a lens cover 1510 and a base plate
1520. Lens cover 1510 and base plate 1520 join together to form a
housing. A lens 1516 attaches to the cover 1510. A printed circuit
board (PCB) 1518 is sandwiched between the cover 1510 and the base
plate 1520. A clear button (on/off or panic) 1515 is used to
activate or deactivate the device 1513. An LED (not shown) is
situated behind the button 1515 so it illuminates the button 1515.
The cover 1510 conceals and protects the connector 1512. The lens
1516 is recessed in the cover 1510 so it is protected from
inadvertent damage by luggage and other objects in the trunk.
Mounting device 1522 is used to mount the detector 1513 to a
surface of a trunk compartment.
[0212] The printed circuit board (PCB) 1518 suitably has a memory
associated therewith to record and store the behavior of the device
1513. Thus, the device 1513 stores previous received signals and
thereby decreases the possibility of a false alert situation
because previous alarm conditions, i.e. state of peripheral
modules, is stored in a memory on PCB 1518.
[0213] A specific embodiment of the present invention is shown in
FIG. 19. The vehicle compartment occupancy detection system 2100 of
FIG. 19 comprises a vehicle compartment occupancy detection
assembly 1513 and a compartment release 2114. Detection assembly
1513 detects the presence of a living occupant within a compartment
and preferably determines such occupancy by detection of movement
by living beings (such as a child or an adult or a pet) within the
compartment.
[0214] Preferably, vehicle compartment occupancy detection assembly
1513 comprises a thermal detector 1102 (such as a pyrodetector)
that detects the differential in thermal energy generated by, for
example, movement of a human having a body temperature typically at
about 98.6 degrees Fahrenheit within the compartment. The ambient
temperature within the compartment will mostly always be different
than body temperature; for example, the air in a closed vehicle
trunk compartment can reach a temperature of 150 degrees
Fahrenheit, or higher, when parked in a hot climate, or as low as
20 degrees Fahrenheit, or lower, when parked in a cold climate.
Thermal sensor 1102, most preferably a pyrodetector, monitors the
thermal characteristic of the internal volume of the vehicle
compartment (such as the trunk space in a vehicle trunk).
[0215] Thermal sensor 1102 generates an output signal 2164
indicative of the thermal characteristic of the compartment space
being monitored. Signal 2164 is indicative of the thermal
characteristic of the compartment and is provided to a control
module 1410, where it is processed to produce an output signal 2166
indicative of detection of occupant presence in the compartment.
Signal 2166 causes actuation of compartment release 2114 (such as
electrically powered retraction of a trunk lid latch to allow the
trunk lid to open), thus allowing escape of the detected trapped
occupant.
[0216] In an embodiment in which the compartment comprises a trunk
of a vehicle, the vehicle compartment occupancy detection system
comprises a passive trunk release system (PTRS). The passive trunk
release system comprises a PTRS module as described in FIG. 10,
that can be mounted within the trunk of a vehicle. Preferably, the
PTRS module is mounted in the trunk at a location above the floor
of the trunk in order to reduce potential damage from objects
loaded into the trunk. Suitable trunk mounting locations include
sidewalls, a front or a rear wall, the trunk lid that lifts when
the trunk is opened and a trunk roof portion such as under the
parcel shelf of the interior cabin. Locating the PTRS module at the
trunk portion below the parcel shelf is a preferred location as
this location is typically recessed and relatively stable to
opening/closing of the trunk lid, yet provides a suitable field of
view of the trunk interior.
[0217] FIG. 20 illustrates an example of a PTRS detection module
1513. The vehicle occupancy detection assembly 1513 comprises a
housing 2267, a lens 1703, a filter 2275, as well as thermal sensor
1102 and control module 1410. Lens 1703 is disposed in front of
thermal sensor 1102.
[0218] Filter 2275 may be disposed between thermal sensor 1102 and
lens 1703 (such as is shown in FIG. 20), or may be disposed in
front of lens 1703. Also, filter 2275 may be part of lens 1703 such
as a coating or a multilayer of coatings disposed on a surface of
lens 1703. Further, filter 2275 can be formed as a component or
composition of lens 1703, such as by including radiation absorbing
and/or reflecting materials into the construction and/or
composition of lens 1703 in order to form a filtering lens. As
shown in FIG. 20, lens 1703 is coupled to filter 2275 via connector
2262. Filter 2275 is coupled to thermal sensor 1102. Thermal sensor
1102 is coupled to control module 1410 via interconnector 2252.
[0219] Filter 2275 may also be an integral part of the mechanical
assembly constituting sensor 1102.
[0220] The spectral bandpass of filter 2275 along with the spectral
bandpass of lens 1703 is chosen so as to facilitate transmission of
infrared radiation in a spectral bandwidth useful for pyrodetection
of movement of a human body in a closed trunk compartment, but with
a reduced transmission of incident radiation at wavelengths outside
the wavelengths that carry the majority of radiation emitted by a
living person.
[0221] The majority of the spectral output of a human body at 98.6
degrees Fahrenheit typically has a range between about 3 and 14
microns and peaks around 9.3 microns. Preferably, the spectral
bandpass of the optical element such as filter 2275 and/or lens
1703 is configured to be highly transmitting to the spectral
signature generated by a human, and to reduce transmission of, or
block, wavelengths outside this human characteristic signature so
as to reduce the possibility of false triggers of vehicle
compartment occupancy detection system such as the heating or
cooling of walls of the compartment or thermal draughts caused by
heated or cooled air movement in the compartment.
[0222] Also, the bandpass of the optical elements such as filter
2275 and/or lens 1703 is preferably configured to optimize the
spectral sensitivity of thermal detector 1102. Filtering can be by
absorbtive filtering and/or by reflective filtering. Typically,
such filtering has a radiation transmission bandpass higher than
about 8 microns and lower than about 14 microns; preferably between
about 8.5 microns and 12 microns. Outside these spectral ranges,
filter 2275 and/or lens 1703 is substantially non-transmitting so
as to restrict the wavelengths of radiation incident on thermal
sensor 1102 to those characteristic of a trapped occupant. Humans
may also be detected at about a 3-5 micron range.
[0223] Thermal detector 1102 is preferably a dual-element detector,
preferably comprising two pyroelectric elements disposed side by
side. One of the two pyro-elements is preferably electrically poled
opposite to the other, and the elements are thermally isolated from
one another. Both elements are typically established, coplanar, on
a common substrate.
[0224] It is also an embodiment to place any suitable number of
elements in parallel opposed format (i.e. 2, 4, 6, etc.). Such a
configuration would increase sensitivity and decrease the
likelihood of false alarms.
[0225] Lens 1703 preferably has a field of view and focal length
selected to optimize detection of a child trapped within a closed
automobile trunk compartment while minimizing the occurrence of
system false triggers due to non-human generated thermal
differentials. While the specific selection will vary from one
vehicle trunk configuration to another, in general it is preferred
that lens 1703 have a field of view of at least about 40 degrees,
more preferably at least about 70 degrees, and most preferably at
least about 100 degrees. In general, the objective of the system
optics is to provide comprehensive monitoring of the trunk
compartment volume while obviating potential contributors to errant
thermal signals such as from the heated or cooled walls of the
trunk compartment.
[0226] It is also an embodiment to incorporate reflectors
fabricated of, for example aluminum, gold or other suitable
material, as known by those skilled in the art. Such reflectors
increase the field of view for each sensor. This is desirable for
interior applications.
[0227] Lens 1703 may comprise a single lens element or multiple
lens elements, and may comprise a diffractive optical element
and/or a refractive optical element. Preferably, lens 1703
comprises a wide angle lens and more preferably, lens 1703
comprises a plurality of lenslets arranged substantially
hemispherically in front of thermal sensor 1102. In such an
arrangement of multiple lenslets formed as a canopy over thermal
sensor 1102, any two lenslets can be viewing two spaced but closely
adjacent locations within the interior volume of a closed vehicle
trunk. Differentials in thermal characteristic between the two
locations is thus sensed by the optics and dual-element
pyrodetector of the vehicle occupancy detection assembly 1513, and
the presence of a child or equivalent body in the trunk compartment
can be determined. By selecting the field of view and focal length
of the individual lenslets, the internal volume of the trunk
compartment can be preferentially monitored (a child will move in
this volume) while minimizing thermal imaging of walls, floor
panels and other portions of the compartment that potentially could
contribute spurious thermal signatures leading to a false trigger
event.
[0228] FIGS. 21(A) and 21(B) show two views of PTRS detection
unitary module 2413. An exploded view is shown in FIG. 21(A) and a
perspective view is shown in FIG. 21(B). The components attach to
an adapter plate or mount 2455 that secures to an inner surface of
a vehicle trunk compartment, such as to a sheet metal section.
Mount 2455 can attach by an adhesive, such as an adhesive strip, or
by mechanical attachment such as by screws, bolts, fasteners or
snaps. A backplate 2465 attaches to mount 2455, preferably in a
detachable fashion via fasteners or snaps so that the PTRS
detection module 2413 is removable for replacement or service.
Trunk constructions, and their interior surfaces, sizes and
dimensions, vary from one vehicle model to another. A mount 2455
permits the detection module 2413 to be mounted in a variety of
locations.
[0229] The arrangement as illustrated in FIGS. 21(A) and 21(B)
shows that the mount 2455 can be customized for a particular
vehicle model, but a standard and universally usable PTRS unitary
detection module 2413 can be fabricated, and used in a wide variety
of vehicle models by attaching to the customized mounting plate
2455 in a particular model. PTRS unitary detection module 2413
includes a housing 2467 that accommodates a printed circuit board
2470, which typically includes a thermal sensor and circuitry for a
controller, as shown in FIG. 10, a lens 2472, a filter 2475,
connectors and sockets for electrical inputs and outputs and a
user-operable button 2476 for deactivating the PTRS unitary
detection module 2413, if desired, and/or for performing a system
self-test function in order to verify that the module 2413 is
functional. Button 2476 is preferably backlit by a light source to
aid visibility, especially at night, for example by a light
emitting diode.
[0230] Preferably, lens 2472 is positioned in a crater formed by
side-walls of housing 2467 so that the lens 2472, and the thermal
sensor disposed therebehind, is protected by the walls of housing
2467 from damage by objects stored or placed in the trunk. Also, by
disposing the lens 2472 in a well formed by the walls of housing
2467, the field of view of lens 2472 can be restricted, and the
lens/thermal sensor in the module 2413 can be protected from
spurious thermal draughts.
[0231] Optionally, housing 2467 can disconnect from backplate 2465
to allow service access to the thermal sensor and/or circuitry of
the controller. Alternately, housing 2467 and backplate 2465 can be
sealed so that the PTRS detection module 2413 is sealed against
water, dust, dirt and other debris.
[0232] FIG. 22 shows system 2500 including detection device 2513,
input modules and output modules. Detection device 2513 includes a
sensor 1102, analog signal processor 1472, controller 1410 and
drivers 1476. Sensor 1102 generates an alert signal and this signal
is processed by analog signal processor 1472. Controller 1410
includes a microcontroller 2586, preferably based on a
microprocessor or microcomputer. Controller 1410 receives the
processed alert signal from analog signal processor 1472 via
interconnector 1451.
[0233] Detection device 2513 receives various inputs. An input 1328
provides vehicle battery power (typical 12 volts DC, although
higher battery voltages such as 42 volts are contemplated for use
automobiles) to detection device 2513. Ignition input 1206 provides
input from the vehicle ignition system should it be desired to
operate the vehicle occupancy detection system while the vehicle
engine is operating. Ignition input 1206 also provides a signal
regarding the status of the engine. Trunk lid input 1326 provides a
signal from the trunk lid indicative of whether the trunk lid is
open or not. For example, a proximity switch such as a Hall probe
or a spring-loaded closure switch is suitably provided on the trunk
lid. If the trunk lid input 1326 indicates that the trunk lid is
open, then an input is provided to detection device 2513 that will
disable its operation. This is useful when the vehicle is parked
whereupon the PTRS module 2512 circuitry would be automatically
activated and when the trunk lid is purposely opened by the vehicle
owner to access the trunk. Upon opening the lid, the detection
device 2513 circuitry is automatically disabled, thus obviating
inappropriate and unneeded repetitive actuation of the trunk
release mechanism 2144 by the detection device 2513 as the driver
reaches into the trunk cavity to place or retrieve objects.
[0234] Detection device 2513 is connected to a lockout module 2561
via bidirectional interconnector 2562. Lockout module 2561 prevents
inadvertent actuation of the trunk occupancy detection system 2500
while the vehicle is in an operating state, such as driving on a
highway, or when the engine is idling in traffic or idling when
stopped at road-side. An example of a lockout circuit is disclosed
in U.S. Pat. Nos. 5,371,659 and 5,669,704, both of which are hereby
incorporated by reference in their entirety herein. Lockout circuit
2561 is responsive to the vehicle transmission being placed in gear
via PRNDL module 1104 as well as responsive to a sensor sensing the
speed of the vehicle via speedometer module 1212. The lockout
circuit 2561 may also be included in the vehicle ignition system
such that the detection device 2513 is disabled when the engine is
started and the vehicle is operating. Thus, the trunk release
mechanism 1114 and/or trunk occupancy detection device 2513 will be
disabled when the ignition switch is turned to "start".
[0235] A lockout input is transmitted from a lockout circuit 2561
to detection device 2513 via bidirectional interconnector 2562 and
disables actuation of a trunk release signal and/or generation of a
trunk occupancy control signal by the detection device 2513. The
lockout module 2561 provides output via interconnector 2562 by
sensing when the vehicle ignition key is turned on, or other
starter mechanism, to "ignition on" and starting the engine, or by
placing the gear lever of the vehicle out of "PARK" gear, or by
sensing motion of the vehicle using an accelerometer (preferably,
an accelerometer, most preferably a solid-state accelerometer,
packaged in the detection device 2513 such as within the housing
(not shown in FIG. 22). The lockout module 2561 also suitably
receives an input from a vehicle computer 2590, via interconnector
2591, indicating that the engine is operating, or receiving an
input from a speedometer system, or setting the ignition system to
"accessory on" status, or a speed or motion detection system, and
detecting that the vehicle is exceeding a predetermined minimum
speed (such as 5 miles per hour).
[0236] Provision of a lockout signal 2562 prevents trunk release
mechanism 1114 from actuating when the vehicle engine is operating
or when the vehicle is powered and moving. The lockout module 2561
is part of the vehicle compartment occupancy detection system as
shown in FIG. 22, and is beneficial in avoiding the possibility of
false triggers, and undesired and unneeded release of the trunk lid
under control of the detection device 2513 while the vehicle is in
motion on the highway, or when stalled, or operating in traffic, or
when stopped but with the engine running.
[0237] The detection device 2513 is provided with a user-operable
button (button not shown in FIG. 22) that actuates a switch/disable
input 1324 to controller 2587 that can disable operation of the
vehicle compartment occupant detection system 2500 should it be so
desired in a particular circumstance. Examples of this include when
the vehicle is being serviced. However, deactivation of the system
2500 in response to user-actuation of such an input 1324 is
preferably and desirably disabled whenever the trunk lid is closed
and the vehicle is not operating under engine power. Thus,
user-operation of such a button on the detection device 2513 by a
child trapped in a closed trunk compartment will not disable
automatic release of the trunk latch 1114 and opening of the trunk
lid under control of the detection device 2513.
[0238] FIG. 23 shows a block circuit diagram of system 2600. The
diagram shows in greater detail the components discussed
herein.
[0239] Battery module 1328 and ground module 1330 are coupled to
power conditioning with reset circuit 2628 via interconnectors 2638
and 2630, respectively. Power conditioning with reset circuit 2628
is coupled to processor 1410, via interconnectors 2648 and
2658.
[0240] Ignition module 1206 is coupled to signal conditioning
circuit 2606 via interconnector 2636. Signal conditioning circuit
2606 is coupled to processor 1410 via interconnector 2626.
[0241] Trunk lamp 1139 is coupled to signal conditioning circuit
2649 via interconnector 2639. Inputs 1326 and 2666 from the
compartment lid modules are coupled to signal conditioning circuit
2649 via interconnector 2668. Signal conditioning circuit 2649 is
coupled to processor 1410 via interconnector 2659.
[0242] Sensor 1102 is coupled to signal conditioning circuit 2602
via interconnectors 2622, 2632, and 2642. Signal conditioning
circuit 2602 is coupled to processor 1410 via interconnector
2652.
[0243] Processor 1410 is coupled to signal conditioning circuit
2651 via interconnector 2653. Signal conditioning circuit 2651 is
connected to body control module (BCM) 1151 via interconnector
2654.
[0244] Processor 1410 is coupled to signal conditioning circuit
2609 via inter connector 2619. The output from signal conditioning
circuit 2609 is received by LED indicator 1109.
[0245] Processor 1410 is coupled to an oscillator 2612 via
interconnectors 2614 and 2616.
[0246] Processor 1410 is coupled to signal conditioning circuit
2624 via interconnector 2634. Signal conditioning circuit 2624 is
coupled to disable switch 1324.
[0247] FIG. 24 is a schematic diagram of the detection system 2700.
The connections described above are shown in greater detail in FIG.
24. For example, trunk lamp 1139, lid switch input 1326 and sensor
1102 are coupled to processor 1410. The processor 1410 is coupled
to LED 1109 and BCM module 1151. The connection from processor 1410
to optional outputs 1119, as discussed above, are also shown.
[0248] Referring back to FIG. 19, the vehicle occupancy detection
system 2100 preferably incorporates various means to reduce the
occurrence of false triggers that could cause release of a trunk
lid by phenomena other than detection of a person or pet trapped in
a closed vehicle compartment such as a trunk compartment. Such
unnecessary and inappropriate false triggering of a trunk lid, can
possibly cause inconvenience, security concerns and potential
safety concerns. Thus, the vehicle occupancy detection system 2100
suitably includes one or more false trigger reduction means to
reduce and/or substantially eliminate the occurrence of unwarranted
opening a trunk lid by false triggering of the vehicle occupancy
detection system.
[0249] Examples of vehicle occupancy detection system false trigger
protection include mechanical vehicle occupancy detection system
false trigger protection, thermal isolation vehicle occupancy
detection system false trigger protection, filtering vehicle
occupancy detection system false trigger protection,
electrical/electronic vehicle occupancy detection system false
trigger protection, optical vehicle occupancy detection system
false trigger protection, analog vehicle occupancy detection system
false trigger protection, digital vehicle occupancy detection
system false trigger protection, computational vehicle occupancy
detection system false trigger protection, mathematical vehicle
occupancy detection system false trigger protection, algorithmic
vehicle occupancy detection system false trigger protection and
secondary vehicle occupancy detection system false trigger
protection.
[0250] Mechanical vehicle occupancy detection system false trigger
protection includes for example, placement of a PTRS module on a
vehicle trunk wall portion, or preferably a vehicle trunk roof
portion such as under a parcel shelf of the rear window region of
the interior vehicular cabin, so as to be protected/insulated from
heating/cooling effects of the vehicle sheet body metal or other
vehicle components and not readily subject to impact from
mechanical objects being placed into the trunk, being removed from
the trunk, or moving about in the trunk. Mechanical vehicle
occupancy detection system false trigger protection means also
include recessing the lens (and thermal sensor therebehind) in a
well or trough formed by the walls or other structures of the
housing of PTRS module. Placing the thermal detector/lens in a
crater formed by such walls provides protection from mechanical
impact for the lens that could potentially initiate a false trigger
and the walls provide mechanical protection against thermal
draughts and other thermal abnormalities.
[0251] Thermal isolation vehicle occupancy detection system false
trigger protection means include thermally isolating thermal the
sensor (shown as element 1102 in FIG. 20) and the lens (shown as
element 1703 in FIG. 20) from the heating and cooling of the
vehicular body, such as the vehicular sheet metal, by mounting, in
a housing that attaches, such as shown in FIG. 21, to an inner
surface of a trunk compartment, but with the lens/thermal sensor,
spaced from, and thermally isolated from the attachment point and
thus from the vehicle body. Housing 2467 shown in FIG. 21(A)
preferably provides a substantially isothermal thermal cage for
thermal sensor shown in FIG. 20 as element 1102.
[0252] FIG. 25 shows a detector device 2813 with a sensor 2802 a
filter 2875, a lens surface 2803 and an air gap 2821. The air gap
2821 is a pocket of air between the lens surface 2803 and the
filter 2875 that prevents a rapid change of temperature experienced
by the sensor 2802.
[0253] Filtering vehicle occupancy detection system false trigger
protection means include optical filtering and electrical or
electronic or computational or mathematical or algorithmic or
analog or digital filtering.
[0254] Optical filtering encompasses restricting the bandwidth of
radiation incident on the thermal sensor to a spectral bandwidth
emitted by a living body (typically from approximately 8 microns to
14 microns of the electromagnetic radiation spectrum). Since a
living body will be at a relatively narrow temperature range for
example, a human is typically 98.6 Fahrenheit but in cases of
hypothermia or hyperthermia, potentially a slight variation of
typically one to three degrees Fahrenheit. Use of infrared filters
to reject radiation of spectral wavelength outside those
wavelengths emitted by a living body reduces false triggers from
movement or changes in temperature of heated or cooled vehicle body
panels or compartment walls, and from movement or changes in
temperature of objects in the vehicle, such as groceries loaded
into a trunk compartment, trunk compartment local hot and cool
spots, which phenomena are likely to have an emittance spectrum
different from that of a human body, and thus be filtered by the
filter absorbers and/or reflectors provided by filter 2275 and/or
lens 1703 shown in FIG. 20).
[0255] Optical vehicle occupancy detection system false trigger
protection means include selection of a lens structure, field of
view and/or focal length that provides wide and adequate monitoring
of a vehicular compartment, and particularly of any region in a
vehicular trunk compartment where a frightened child might be
located while reducing thermal imaging of regions and parts of the
compartment, (such as vehicle body walls) more likely to contribute
thermal signatures that could confuse and/or hinder determination
of a true occupant presence signal by the controller.
[0256] Filtering, such as electrical or electronic or computational
or mathematical or algorithmic or analog or digital filtering,
reduces false triggers and encompasses analysis by the controller
of the signal output of a thermal sensor to determine a signal
component frequency and/or amplitude that is indicative of movement
of a living body within a vehicle compartment. This signal
component frequency is distinct from other signal components in the
output of a thermal sensor that are at signal frequencies and/or
amplitudes that are different from the signal frequency and/or
amplitude characteristic of a living body. For example, a child
moving within a closed trunk compartment will create a thermal
differential signal as detected by a thermal sensor that will be
typically at a frequency of at least about 0.15 to 10 Hertz whereas
a grocery bag with frozen grocery items that are thawing or heated
items that are cooling, will change its thermal signature at a rate
different than the rate of thermal change created by a moving
person in the compartment. The living person indicative thermal
signal can be isolated and/or enhanced for example by analog signal
processing; digital signal processing; signal enhancement or
filtering by computer algorithms, by mathematical signal processing
and by similar techniques.
[0257] Additionally, bandpass filters can be adjusted to avoid the
vehicle frequency. This will reduce false alarms while still being
sensitive to human movement. Inanimate objects are subject to the
resonant frequency of each vehicle. Thus, a notch filter could be
used that is adjusted to each vehicle.
[0258] Electrical or electronic vehicle occupancy detection system
false trigger protection includes signal averaging, signal
accumulation, signal verification and signal enhancement by analog,
digital and mathematical and/or algorithmic and/or computational
techniques. For example, controller can await detection of a
confirmatory trapped occupant indicative signal or a plurality of
trapped occupant indicative signals (such as, for example,
confirmation of receipt of a minimum number of "viable" signals,
for example at least three "viable" signals, in a determined time
interval, for example 5 seconds or longer) before the controller
generates an output signal to a trunk latch mechanism to open a
trunk lid.
[0259] The controller can include pre-stored signal profiles
indicative of "viable" signals that would be attributable to a
trapped occupant and false signals attributable to non-occupation
signals, such as for example heating or cooling grocery bags or
items falling over in a trunk, would be attributable to trunk body
heating and cooling. Actual signals being processed by the
controller can be compared, such as by computational comparison, to
stored signals in order to determine a true occupant detection
signal and to reduce the incidence of false triggers.
[0260] A learning function can be included in the controller
whereby the controller learns the normal thermal signatures
experienced in a vehicle trunk used throughout the four climatic
seasons in a variety of geographic locations. The presence of a
trapped occupant is a rare event, and so the vehicle occupancy
detection system, having learned what is normal for that particular
compartment in that particular vehicle, will more readily recognize
and react to the signal signature of a trapped living person or
pet. Thus, a dynamic vehicle compartment occupant detection false
trigger reduction system is provided that is adaptive to the
thermal conditions experienced in a particular vehicular
compartment, such as the trunk of a particular automobile.
[0261] An alternative form of a dynamic vehicle compartment
occupant detection false trigger reduction system comprises
providing an input to the controller that is indicative of the
outside and/or compartment temperature. For example, a temperature
sensor such as a thermocouple or thermistor can be included in the
PTRS module in order to detect the air temperature in the
compartment. Alternately, a temperature input can be provided from
another location in the vehicle, such as via a car area network
(also referred to as controlled area network), that provides
information to the controller as to the outside temperature, the
interior cabin temperature and/or the vehicle compartment
temperature. The controller can determine, for example, the
difference between the temperature of the trunk compartment and
that expected of a human body (about 98.6 degrees Fahrenheit). If
the magnitude of the temperature difference is substantial such as
may occur when a trapped event occurs in a cold climate where the
trunk interior will be cold relative to body temperature or such as
may occur when the trapped event occurs in a hot climate where the
trunk interior will be hot relative to body temperature, the
sensitivity and reaction of the controller can be set accordingly.
However, should the air temperature of the trunk compartment be
very close to or equal to the body temperature of the body trapped
therein, then detection of body presence by detection of the
differential in temperature between that body and the trunk
compartment is more challenging as that differential may, in such
circumstance, be only a fraction of a degree Fahrenheit such as 0.5
degrees Fahrenheit, or smaller.
[0262] The temperature, and hence thermal emission signature, of a
living body such as a human body is not the same over the entire
body and can vary, for example, from the face to a hand or a leg,
or even from one part of a leg to another part of a leg. Clothes
may also have a different emissivity temperature compared to
exposed body parts such as a head or a hand. Temperature
differences can be small, lower than about 1 degree Fahrenheit, and
for example, less than about 0.1 degrees Fahrenheit. Thus, when the
temperature of the vehicular compartment is close to or at body
temperature, the sensitivity of vehicle compartment occupancy
detection system is desirably high so that it is sensitive to
detecting small changes in temperature, and preferably is at a
thermal differential sensitivity of about 5 degrees Fahrenheit or
lower, more preferably at a thermal differential sensitivity of
about 1 degree Fahrenheit or lower, most preferably at a thermal
differential sensitivity of about 0.5 degrees Fahrenheit or lower.
The thermal differential sensitivity of the vehicle compartment
occupancy detection system can be set so that it reacts to release
of a trunk latch only when a pre-determined temperature
differential is detected such as for example, triggering of a latch
release when a temperature differential of about 10 degrees
Fahrenheit or less is detected or, for a more sensitive system,
triggering of a latch release when a temperature differential of
about 5 degrees Fahrenheit or less is detected, or for an even more
sensitive system, triggering of a latch release when a temperature
differential of about 1 degree Fahrenheit or less is detected, or
for a very sensitive system, triggering of a latch release when a
temperature differential of about 0.5 degrees Fahrenheit or less is
detected.
[0263] Alternatively, instead of providing a fixed thermal
differential sensitivity for the vehicle compartment occupancy
detection system, a dynamic thermal differential sensitivity can be
provided for the vehicle compartment occupancy detection system.
This includes, for example, an algorithmic vehicle occupancy
detection system false trigger protection system or a mathematical
vehicle occupancy detection system false trigger protection system
or a computational vehicle occupancy detection system false trigger
protection system or an analog and/or digital electronic vehicle
occupancy detection system false trigger protection system. These
dynamically change the thermal differential sensitivity for the
vehicle compartment occupancy detection system, and other
characteristics of the controller, in response to actual inputs to
the controller in response to the occurrence of a given event in a
particular vehicle compartment. Thus, for example, should a
temperature input to the controller indicate that the ambient
temperature in the compartment is close to or equal to body
temperature, then a higher thermal sensitivity can be selected by
the controller for example, a thermal differential sensitivity of
about 1 degree Fahrenheit may be chosen, preferably in conjunction
with another false trigger reduction means such as utilization of a
more stringent "viable" signal verification routine that requires a
higher number of event detection signals in a pre-determined time
period or a longer duration can be chosen before an output to
release a latch is given to raise a trunk lid.
[0264] The false trigger protection and/or reduction system of the
vehicle compartment occupancy detection system may also include
analog and/or digital circuitry that assists in distinguishing an
occupant thermal signature from other non-occupant indicating
signals detected by a thermal sensor. For example, use of an
electrical lockout circuit, as described above, ensures that a
false trigger event cannot occur while the vehicle is operating.
Also, the false trigger protection and/or reduction system of the
vehicle compartment occupancy detection system may include
secondary vehicle occupancy detection system false trigger
protection means.
[0265] For example, a microphone may be provided as part of PTRS
module or may be mounted elsewhere in the vehicular compartment for
use in conjunction with thermal sensor and as part of the vehicle
compartment occupancy detection system. The microphone is suitably
positioned to detect sounds within the closed compartment. The
output of the microphone is processed by the controller to
distinguish human vocal sounds and also suitably pet sounds from
other non-occupant sounds in a vehicle. The controller
distinguishes a vocal signal from ambient noise by analog and/or
digital filtering that is configured to identify that a person is
shouting or screaming in the compartment. Techniques such as
digital sound processing can be used to enhance the vocal signal to
background noise ratio, as described in commonly assigned U.S.
patent application, Ser. No. 09/449,121, filed Nov. 24, 1999,
titled REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS, by Hutzel
et al. of Donnelly Corporation, now U.S. Pat. No. 6,428,172
(Attorney Docket: P-778), and Ser. No. 09/585,379, filed Jun. 1,
2000 by Hutzel et al. and entitled REARVIEW MIRROR ASSEMBLY WITH
UTILITY FUNCTIONS (Attorney Docket: P-817), the entire disclosures
of which are hereby incorporated by reference herein.
[0266] An audio system such as a sound processing system used in
conjunction with a pyrodetector can be used to distinguish human
(or pet) made sounds or frequencies or patterns from other sounds
audible in the trunk of a vehicle, such as outside traffic noise,
the sound of a grocery bag falling over, loose objects rolling or
moving on a trunk floor. The microphone described above as element
1144 in FIGS. 8 and 11, or vocal sound detection system can augment
the pyrodetection system and provide a confirmation that a person
is present in the closed trunk.
[0267] Alternately, the audio system provided in the trunk or other
closed vehicular compartment such as the interior cabin space can
serve as a primary occupant detection device, such that a trunk lid
will release when a microphone or audio processing system
determines the presence of a human voice in a closed compartment.
Additional occupant detectors are suitably used to augment the
thermal sensor in order to reduce false trigger events, or
alternatively replace the thermal sensor as the system occupant
detector and serve as a stand-alone occupant detector, or serve as
the primary occupant detector and with a pyrodetector to augment it
in order to reduce false trigger occurrences. Other sensing
mechanisms, include bolometers, camera systems such as CCD or
CMOS-based digital camera systems, ultrasonic detection systems,
and radar detection systems.
[0268] Where camera systems are used, it is desirable to use an
in-trunk compartment illumination means to light-up the closed
compartment for viewing by the camera. For example, a trunk light
described as element 1139 in FIGS. 8 and 10 above, can illuminate
thereby allowing the camera to capture an image of the trunk
interior. Since such interior lights typically consume significant
electrical current, it is preferred that this illumination be a
momentary illumination for a brief period for example, between 1
and 5 seconds or shorter, depending on the exposure needs of the
camera and the rate of illumination of the light source so as to
conserve battery power. It is preferable to use non-incandescent,
low-power, solid-state light sources such a light emitting diodes
such as are described in commonly assigned U.S. patent application,
Ser. No. 09/449,121, filed Nov. 24, 1999, titled REARVIEW MIRROR
ASSEMBLY WITH UTILITY FUNCTIONS by Hutzel et al. of Donnelly
Corporation, now U.S. Pat. No. 6,428,172 (Attorney Docket: P-778)
and in commonly assigned U.S. patent application, Ser. No.
09/585,379, filed Jun. 1, 2000 by Barry W. Hutzel et al. and
entitled REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS (Attorney
Docket: P-817), the entire disclosures of which are hereby
incorporated by reference herein.
[0269] Cameras and camera field of view illuminators, including
near-IR emitting light emitting diodes (LEDs), suitable for use in
the present invention are disclosed in U.S. Provisional Pat.
Applications, Ser. No. 60/186,520, filed Mar. 2, 2000 by Lynam et
al. for INTERIOR REARVIEW MIRROR ASSEMBLY INCORPORATING A VIDEO
SCREEN, and Ser. No. 60/218,336, filed Jul. 14, 2000 by Lynam et
al. for INTERIOR REARVIEW MIRROR ASSEMBLY INCORPORATING A VIDEO
SCREEN (Attorney Docket DON01 P-831), which are hereby incorporated
herein by reference in their entireties. As described above in FIG.
9 above, The PTRS module, which typically is a very low current
device, can be constantly monitoring the trunk space while the
vehicle is parked. If the PTRS module suspects the presence of a
trapped occupant, then optionally an additional trunk space
monitoring device (such as a microphone or a camera or the like) is
activated by the PTRS module to perform a confirmation of occupant
presence.
[0270] Since the vehicle compartment occupancy detection system
will operate while the vehicle is parked, it is desirable that
vehicle battery drain be minimized. Preferably, for the 12 volt
battery vehicles commonly used, the desired current drain for the
vehicle compartment occupancy detection system (including the
thermal sensor and any associated electronic circuitry) is less
than about 10 milliamps, preferred is less than about 5 milliamps,
more preferred is less than about 1 milliamp, and most preferred is
less than about 0.5 milliamps. A low-current pyrodetection system,
suitable for automobile compartment use while a vehicle is parked,
is disclosed in commonly assigned U.S. patent application, Ser. No.
08/901,929, filed Jul. 29, 1997, titled AUTOMOTIVE PYROELECTRIC
INTRUSION DETECTION SYSTEM by Teowee et al. of Donnelly
Corporation, now U.S. Pat. No. 6,166,625, the entire disclosure of
which is hereby incorporated by reference herein.
[0271] The PTRS module, when used with vehicles with a higher
battery voltage such as 42 volts, the current drain may be 0.1
milliamps, or lower. Since, even the smallest current draw by the
vehicle compartment occupant detection system will eventually drain
the vehicle battery if the vehicle is parked long enough and other
vehicular accessories such as security systems, keyless entry
systems and the like may drain the battery of a parked vehicle even
before any such drain by the vehicle compartment occupant detection
system. Thus, the vehicle compartment occupant detection system
suitably includes a vehicle low battery detect and/or response
system. This low battery detection is activated by an input from
the vehicle battery, shown as element 1328 in FIG. 11 above. Input
from the battery module (1328) causes the PTRS module to generate
an output to an indicator indicating a low battery situation.
[0272] The vehicle compartment occupant detection system such as
the passive trunk release system described herein is used in
conjunction with an active trunk release system such as the
manually-operated trunk release handle disclosed in commonly
assigned U.S. patent application, Ser. No. 09/275,565, filed Mar.
24, 1999, titled SAFETY HANDLE FOR TRUNK OF VEHICLE, by Bingle et
al. of Donnelly Corporation, now U.S. Pat. No. 6,086,131, Ser. No.
09/516,831, filed Mar. 1, 2000 by Bingle et al. for SAFETY RELEASE
FOR A TRUNK OF A VEHICLE, now U.S. Pat. No. 6,390,529, and Ser. No.
09/605,233, filed Jun. 28, 2000 by Bingle et al. for SAFETY HANDLE
FOR TRUNK OF VEHICLE, now U.S. Pat. No. 6,254,261 (Attorney Docket
DON01 P-824), the entire disclosures of which are hereby
incorporated by reference herein.
[0273] Providing both an active and a passive occupant escape
system in the same trunk further enhances compartment safety. Also,
not all vehicle trunks are provided with a powered (typically by an
electrically actuated solenoid or the like) trunk release latch,
and in such vehicles, provision of an active trunk release such as
by pulling a lever, handle or other release mechanism located in
the trunk space is necessary to allow trunk escape. Also, active
trunk release systems such as the manually-operated trunk release
handle disclosed in the above-referenced patent applications,
preferably have lighted handles or the like that illuminates for a
period after the trunk lid is initially closed following a trunk
closure (but ceases to illuminate after a time-out period in order
to conserve battery power). This lighted handle is re-illuminated
should it be touched or pulled in order to aid and encourage a
child or similar trapped occupant to pull the handle to release the
trunk lid and escape. When such a lighted safety handle is used in
conjunction with a vehicle compartment occupancy detection system,
the PTRS module, upon detection of person movement within the trunk
space, can provide an output as discussed herein that illuminates
the user-operable manual trunk lid release handle or other device
provided in the trunk compartment. When the manual trunk handle
light is not inclusive of light sources for self-illumination, then
the output may illuminate a trunk space light provided in the trunk
space compartment, which is preferably, a special purpose light
source such as a single or a cluster of high intensity, directed,
low-current, non-incandescent compact light emitting diodes or a
electroluminescent strip which are suitably mounted as part of PTRS
module.
[0274] Alternately, the trunk light is suitably, incandescent,
which is commonly provided to illuminate trunk spaces.
[0275] Preferably, such lights, once initiated to illuminate by the
PTRS module, cease to illuminate after a timed out period for
example 30 to 60 minutes or even longer. Also, preferably, the
controller includes circuitry, to monitor the state of charge of
the vehicle battery. As the vehicle battery runs down, its output
voltage declines. Once the controller determines that the state of
charge of the vehicle battery has declined to a point close to it
not having sufficient charge to power a trunk release latch and so
open a trunk lid, the PTRS module can optionally provide a trunk
release output to the trunk lid release latch and cause the trunk
to open before the battery drains beyond a point capable of
powering a trunk release event. The PTRS module also disables the
trunk latch from allowing the trunk lid to engage closed again.
Although the trunk will then be open presenting a potential theft
opportunity, the vehicle is safe against children being trapped in
the trunk. Given that such an event only normally occurs when a
vehicle is parked or abandoned for an unusually long extended
period, child safety concerns may warrant having the trunk lid open
to a child-safe open position should the battery drain over time.
Further, if desired, an auxiliary battery source for the occupant
escape system, such as by provision of a back-up battery,
preferably rechargeable via a vehicle exterior mounted solar panel,
can be utilized.
[0276] Further, the PTRS module and/or the handle of any active
manually actuatable trunk release handle can include a simulated or
recorded voice generator, that outputs a message (preferably a
multilingual message such as "Please stay calm" or "Please push the
lid up" or "Please pull the handle to escape" that encourages,
calms and instructs a trapped occupant. Preferably, a solid-state
voice chip, such as is commonly used in toys is used. Such a
voice-generation chip is useful with a stand-alone active trunk
release handle, such as the system disclosed in U.S. patent
application, Ser. No. 09/275,565, filed Mar. 24, 1999, titled
SAFETY HANDLE FOR TRUNK OF VEHICLE by Bingle et al. of Donnelly
Corporation, now U.S. Pat. No. 6,086,131, and Ser. No. 09/605,233,
filed Jun. 28, 2000 by Bingle et al. for SAFETY HANDLE FOR TRUNK OF
VEHICLE, now U.S. Pat. No. 6,254,261 (Attorney Docket DON01 P-824),
the entire disclosures of which are hereby incorporated by
reference herein.
[0277] Also, since the PTRS module is particularly installed to
assist escape of children from closed trunk compartments,
preferably any automatic, electrically-operated trunk lid release
latch is adapted so that the trunk lid readily and visibly raises
so that a child will realize that escape is possible by pushing,
with minimum effort, the opened trunk lid.
[0278] The controller, as described above includes an output that
provides a variety of driver/logic outputs to various devices and
accessories. Trunk release output provides an output to release the
trunk latch and open the trunk lid. The trunk release output is
typically provided to a trunk release controller in the vehicle
that normally is activated by the driver or another interior cabin
occupant actuating a trunk release button located such as in the
glove compartment of the interior cabin. The vehicle trunk release
controller typically powers a solenoid equipped trunk latch.
[0279] Alternately, the trunk release output can be provided to a
vehicular computer that controls various vehicular functions,
including release of the trunk latch (either by direct wire link or
via a local area network in the vehicle. Optionally, once the
controller of PTRS module has determined that an occupant is
present in the closed vehicular compartment, output of the trunk
release signal may be delayed for a short pre-determined period,
for example five minutes. In certain instance involving carjackings
and kidnappings, persons have been locked into trunks of vehicles.
In such circumstances, provision of a trunk release delay on the
trunk release output is preferred to allow the victim of the crime
be placed into the trunk but to delay automatic opening of the
trunk by the vehicle compartment occupant detection system for a
short period preferably longer than about 1 minute, more preferably
longer than about 3 minutes, in order to allow time for the
criminal to move away from the trunk and so enable the victim
escape, once the trunk lid ultimately releases at the end of the
duration of the trunk release delay, unnoticed by the criminal.
However, the trunk release delay should not be so long in duration
as to cause undue stress to a trapped occupant under more normal
circumstances where criminal activity is not involved. Thus, the
duration of trunk release delay should preferably be no longer than
about 15 minutes and more preferably be no longer than about 10
minutes. A trunk release delay in the 2-8 minute range is most
preferred.
[0280] Also, the controller can include a power driver that
provides a powering current to the trunk release latch to cause it
to release the trunk lid. Such direct powering of the trunk release
from the PTRS module is particularly beneficial for aftermarket
installations of a powered trunk release latch. The controller can
also provide an output that sounds the vehicle horn and/or flashes
the vehicle lights to signal that a person is trapped in the trunk.
It is preferred that the horn be sounded and/or the vehicle
exterior lights be flashed in a manner that is unique and
distinguishing for trunk occupancy.
[0281] For example, detection by PTRS module of a person trapped in
the trunk could cause the horn to repetitively sound in the Morse
code "SOS" pattern of three shorter duration horn soundings (each
of equal short time duration) immediately followed by three
distinctly longer duration horn soundings (again each of equal
longer time duration) followed by three shorter duration horn
soundings and so on and so on in order to audibly simulate, via the
car horn, the "3 dot-3 dash-3 dot" Morse code for SOS, that is
widely recognized as signaling an emergency event. Similarly, and
preferably simultaneously with the sounding of the car horn, the
vehicle exterior lights flash in a "3 short flash-3 long flash-3
short flash" repetition to signal an emergency event in response to
detection by the PTRS module of an occupant trapped in the vehicle.
This is of particular benefit when the trunk lid is not
electrically releasable. The sounding of the horn pattern and/or
flashing of the lights pattern can be customized depending on the
country that the vehicle is used. For example, people in different
countries may recognize different patterns as a distress signal.
The actual signals output can be programmed to correspond to a
recognized distress signal of various countries.
[0282] The vehicle compartment occupancy detection identifier
signal should be chosen to be different and distinct from such as a
theft/security/intrusion alarm horn sounding/lights flashing. When
the presence of an occupant trapped in the trunk is determined by
the PTRS module, the vehicle compartment occupancy detection system
preferably causes the vehicle horn to sound and/or lights to flash
in a manner that is recognizable as being different from such as a
car alarm activating, and in a manner that the public at large can
recognize as a trunk occupancy detection event. The Morse "SOS"
pattern is a preferred vehicle compartment occupancy detection
identifier signal that can alert that a person is trapped in a
vehicular trunk or another vehicular compartment; however another
distinctive tone, frequency and/or intensity pattern can be adopted
as the vehicle compartment occupancy detection identifier
signal.
[0283] The PTRS module may also have an output to an indicator
light in the vehicle cabin. For example, once the ignition of the
vehicle is turned on, PTRS module may initiate a self-check. If it
be properly functioning, an indicator, such as a backlighted icon
or an LED or the like, flashes for a short time period, for example
5 to 10 seconds, to indicate to the operator that the PTRS module
is capable of operating properly. If, however, the PTRS module is
malfunctioning, the controller suitably provides an output to a
vehicle occupancy detection system malfunction indicator which can
illuminate in the vehicle cabin, visible to the operator,
indicating a system malfunction. Placement of such indicator
displays at or on the interior rearview mirror assembly is
preferred, as looking at the rearview mirror is typically part of
the driving task, and so a compartment occupancy system malfunction
indication display, placed at or on the interior rearview mirror
assembly, is readily visible to the operator. For example, an
information display can be provided at the reflective element, at
the bezel of the mirror case or attached to a mirror support or
mount such as is disclosed in commonly assigned, U.S. patent
application, Ser. No. 09/396,179, filed Sept. 14, 1999, titled
INDICATOR FOR VEHICLE ACCESSORY by DeLine et al. of Donnelly
Corporation, now U.S. Pat. No. 6,278,377, the entire disclosure of
which is hereby incorporated by reference herein. As an alternative
to placing the indicator at the interior rearview mirror assembly,
trunk occupancy detection indicators can be placed at or on either
or both of the exterior rearview mirror assemblies. Other in-cabin
locations are also possible, such as in the dash or in an overhead
console.
[0284] Also, detection of a child trapped in a trunk compartment by
the automatic occupancy sensing systems as described herein can be
optionally wirelessly transmitted from the vehicle to a remote site
such as via a telematic wireless automotive telecommunication
system. For example, the controller may suitably provide an output
to a vehicular wireless transmitter such as a cellular phone system
or an ONSTAR.TM. telematic telecommunication system from General
Motors Corporation or RESCU.TM. available from Ford Motor Company,
such as disclosed in commonly assigned U.S. patent application,
Ser. No. 09/275,565, filed Mar. 24, 1999, titled SAFETY HANDLE FOR
TRUNK OF VEHICLE by Bingle et al. of Donnelly Corporation, now U.S.
Pat. No. 6,086,131, U.S. patent application, Ser. No. 09/605,233,
filed Jun. 28, 2000 by Bingle et al. for SAFETY HANDLE FOR TRUNK OF
VEHICLE, now U.S. Pat. No. 6,254,261 (Attorney Docket DON01 P-824),
and in U.S. patent application, Ser. No. 09/449,121, filed Nov. 24,
1999, titled REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS by
Hutzel et al. of Donnelly Corporation, now U.S. Pat. No. 6,428,172,
the entire disclosures of both are hereby incorporated by reference
herein. Acting in response to this output, a call can automatically
be place via the in-vehicle telecommunication system to the
emergency services or the like alerting that a person or pet is
trapped in a vehicle compartment such as a trunk. Since such
cellular phone type transmissions will be traceable as to the
geographic origin of the call the location of the vehicle where the
compartment occupancy entrapment event is occurring can be traced,
and help can be dispatched. If the vehicle is already equipped with
a global positioning system (GPS), then upon receipt of the output
alerting of a trunk entrapment, the GPS data specifying the present
geographic location of the subject vehicle can be transmitted by
the vehicle telecommunication system to the alert rescue
authorities as to the location of the vehicle and to summon
help.
[0285] Changes and modifications in the specifically described
embodiments can be carried out without departing from the
principles of the invention, which is intended to be limited only
by the scope of the appended claims, as interpreted according to
the principles of patent law.
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