U.S. patent application number 14/482394 was filed with the patent office on 2016-03-10 for bumper mounted deployable upper leg catcher for pedestrian protection.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Iskander Farooq, Mohammed Omar Faruque.
Application Number | 20160068127 14/482394 |
Document ID | / |
Family ID | 54346000 |
Filed Date | 2016-03-10 |
United States Patent
Application |
20160068127 |
Kind Code |
A1 |
Faruque; Mohammed Omar ; et
al. |
March 10, 2016 |
BUMPER MOUNTED DEPLOYABLE UPPER LEG CATCHER FOR PEDESTRIAN
PROTECTION
Abstract
A pedestrian protection apparatus for a motor vehicle is
disclosed. The apparatus includes a catcher beam and a catcher beam
support assembly including a catcher beam support to which the beam
is attached. The support is movable between stowed and deployed
positions. The apparatus includes a bumper energy absorber and a
bumper beam. The assembly is positioned adjacent the absorber and
either substantially within or adjacent to the bumper beam. The
apparatus includes a mechanical, electromechanical or pneumatic
actuator to allow the support to move to its deployed position. A
pedestrian impact sensor sends a signal to a control unit in the
event of an imminent pedestrian impact. The control unit then
signals the assembly to allow the catcher beam to move to its
deployed position by the use of the actuator. In the event of a
false positive deployment, the actuator retracts the catcher beam
to its stowed position.
Inventors: |
Faruque; Mohammed Omar; (Ann
Arbor, MI) ; Farooq; Iskander; (Novi, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
54346000 |
Appl. No.: |
14/482394 |
Filed: |
September 10, 2014 |
Current U.S.
Class: |
293/117 |
Current CPC
Class: |
B60R 19/40 20130101;
B60R 19/18 20130101; B60R 19/483 20130101; B60R 19/12 20130101 |
International
Class: |
B60R 19/40 20060101
B60R019/40; B60R 19/18 20060101 B60R019/18; B60R 19/48 20060101
B60R019/48 |
Claims
1. A pedestrian protection apparatus for a motor, the apparatus
comprising: a catcher beam; a bumper energy absorber; a catcher
beam support assembly positioned adjacent said absorber, said
assembly including a catcher beam support to which said catcher
beam is attached, said support being movable between stowed and
deployed positions; a locking pin for retaining said support in
said stowed position; and an actuator for moving said support to
said deployed position.
2. The pedestrian protection apparatus of claim 1 wherein said
actuator is a spring.
3. The pedestrian protection apparatus of claim 1 further including
a pedestrian impact sensor operatively associated with said catcher
beam support assembly.
4. The pedestrian protection apparatus of claim 3 further including
a control unit connected to said pedestrian impact sensor, said
catcher beam support assembly being connected to said control
unit.
5. The pedestrian protection apparatus of claim 1 further including
a bumper beam and wherein at least a portion of said catcher beam
support assembly is positioned within said bumper beam.
6. The pedestrian protection apparatus of claim 1 further including
a bumper beam and wherein said bumper beam has a front side and
wherein at least a portion of said catcher beam support assembly is
attached to said front side.
7. The pedestrian protection apparatus of claim 1 further including
a controller associated with said locking pin to move said locking
pin between a locked position and an unlocked position.
8. The pedestrian protection apparatus of claim 1 further including
a catcher beam reset system to reset said catcher beam support to
said stowed position, said catcher beam reset system to reset
including a retractor.
9. A pedestrian protection apparatus for a motor vehicle, the
apparatus comprising: a catcher beam; a catcher beam support
assembly including a catcher beam support to which said catcher
beam is attached, said catcher beam support being movable between a
stowed position and a deployed position; and a bumper energy
absorber, said assembly being positioned adjacent said
absorber.
10. The pedestrian protection apparatus of claim 9 wherein said
catcher beam support assembly includes an actuator for moving said
catcher beam support from said stowed position to said deployed
position.
11. The pedestrian protection apparatus of claim 10 wherein said
actuator is a spring.
12. The pedestrian protection apparatus of claim 9 further
including a pedestrian impact sensor operatively associated with
said catcher beam support assembly.
13. The pedestrian protection apparatus of claim 12 further
including a control unit connected to said pedestrian impact
sensor, said catcher beam support assembly being connected to said
control unit.
14. The pedestrian protection apparatus of claim 9 further
including a bumper beam.
15. The pedestrian protection apparatus of claim 14 wherein at
least a portion of said catcher beam support assembly is positioned
within said bumper beam.
16. The pedestrian protection apparatus of claim 14 wherein said
bumper beam has a front side and wherein at least a portion of said
catcher beam support assembly is attached to said front side.
17. The pedestrian protection apparatus of claim 9 further
including a locking pin to maintain said catcher beam support in
its stowed position.
18. The pedestrian protection apparatus of claim 17 further
including a controller associated with said locking pin to move
said locking pin between a locked position and an unlocked
position.
19. The pedestrian protection apparatus of claim 9 further
including a catcher beam reset system to reset said catcher beam
support to said stowed position, said catcher beam reset system to
reset including a retractor.
20. A pedestrian protection apparatus for a motor vehicle, the
apparatus comprising: a catcher beam; a catcher beam support
assembly including a catcher beam support to which said catcher
beam is attached, said support being movable between stowed and
deployed positions; a beam support locking pin movable between
locked and unlocked conditions; a locking pin controller for moving
said pin between said conditions; and an actuator for moving said
support to said deployed position.
Description
TECHNICAL FIELD
[0001] The disclosed inventive concept relates generally to
pedestrian protection systems for automotive vehicles. More
particularly, the disclosed inventive concept relates to a
pedestrian protection system that includes a pedestrian impact
sensor that works in conjunction with deployable, bumper-mounted
upper leg catchers that are movable between a stowed position and a
deployed position in the event of an impact with a pedestrian.
BACKGROUND OF THE INVENTION
[0002] Pedestrian-vehicle impact events are unfortunate but known
occurrences. It is known that in a pedestrian collision
thirty-seven percent of injuries were suffered by lower
extremities. (Crandall et al., "Designing Road Vehicles for
Pedestrian Protection," BMJ [formerly British Medical Journal], 324
[7346], pp. 1145-1148), May 11, 2002.)
[0003] The front edge of the vehicle hood is typically a relatively
stiff area that impacts an adult's upper leg during a
pedestrian-vehicle impact event. The vehicle front and specifically
the front overhang are designed to identify vehicle class and model
type. In the case of the modern sports car, the front end is
typically designed such that the vehicle has an overall low profile
and a large hood to accommodate a high-power engine and matching
powertrain. The front overhang of regular sedans and sports utility
vehicles are designed to be stiff enough so that the damage to the
front end during a low speed crash is minimal. Larger vehicles,
such as trucks, are often designed to enhance the sizes of the
vehicle's grille and engine compartment, thus exaggerating the
appearance of power and aggressiveness. In most of these cases the
design aspects present challenges to the pedestrian during a
collision.
[0004] The kinematics of a pedestrian during an impact depends on
the characteristics of the vehicle front, its speed and the size of
the pedestrian. If the center of gravity of a standing or walking
pedestrian is higher than the leading edge of the vehicle then the
pedestrian's body may at least partially wrap around the vehicle
front or may be lifted into the air. The former is the most common
result where the center of gravity is higher than the leading edge
of the vehicle while the latter is the most common result in a high
speed impact.
[0005] In the circumstance where an adult pedestrian at least
partially wraps round the vehicle front it is the pedestrian's
upper leg that is impacted by the edge of the hood causing injury
to the upper leg. If the impact event involves a child then the
child's head or other body parts could be impacted upon the edge of
the hood causing serious injury.
[0006] Recognizing this risk of injury to pedestrians, according to
the European New Car Assessment Programme ("Euro NCAP"), to achieve
a five-star rating, all vehicles will need to be equipped with a
pre-crash sensing system called Autonomous Emergency Braking (AEB)
by 2014 and with pedestrian recognition system by 2016.
Additionally, Euro NCAP phase-in star rating requirements put more
emphasis on pedestrian protection which includes a pedestrian's
upper leg.
[0007] In the United States, the National Highway Traffic Safety
Administration is planning to introduce similar regulatory
framework for pedestrian protection starting in 2016. Accordingly,
global auto manufacturers urgently need new technologies to design
front end of the vehicles to minimize injuries to pedestrian and to
achieve highest possible safety ranking by regulatory agencies.
[0008] New pedestrian technologies can benefit from using signal
from existing Autonomous Emergency Braking (AEB) systems with
pedestrian detection. Based on that signal, technology
countermeasures can be deployed to reduce injuries to
pedestrians.
[0009] Such pre-crash sensing system for pedestrian detection may
not need to be 100% reliable. In the event of a false positive
signal resulting in a false deployment, the pedestrian technology
can be reset to non-deployed state automatically after a
pre-determined time delay and be available for next use case.
[0010] Known tests, such as the EuroNCAP pedestrian protection test
protocol, includes measures to protect the upper leg from impacting
the hood (or bonnet) leading edge ("BLE"). The challenge in this
test is that the impact velocity, angle as well as impact kinetic
energy (KE) and legform mass are determined by look-up diagrams in
the test protocol. Employed standards are based on the bonnet
leading edge height ("BLEH") and the bumper lead ("BL") of the
target vehicle at the impact location. The styling of a vehicle is
determined at an early stage of a vehicle program which can result
in a high initial KE level in the upper legform test.
[0011] A known countermeasure to meet known pedestrian protection
requirements is to incorporate a deployable hood into the vehicle.
However, while providing arguable improvements in the state of the
art, some deployable hood designs do not result in satisfactory
pedestrian protection at the front of the vehicle.
[0012] Accordingly, there is a need for a practical and effective
system to protect the upper leg of a pedestrian in a
pedestrian-vehicle impact event. As in so many areas of vehicle
technology there is always room for improvement related to the
protection of pedestrians in a pedestrian-vehicle impact event.
SUMMARY OF THE INVENTION
[0013] The disclosed inventive concept integrates elements of an
active safety system with elements of a passive safety system. By
so doing, the disclosed inventive concept offers a technical
solution to the pedestrian upper leg impact requirements with
minimal changes to the vehicle insofar as the active safety system
(AEB) having pedestrian detection capabilities is already present
in many newer vehicles. Such systems are capable of detecting the
presence of a pedestrian a few hundred milliseconds (generally
between about 400 and 500 ms) prior to impact with the vehicle. The
disclosed inventive concept uses a pedestrian pre-impact sensing
signal from such a system to deploy a bumper mounted upper leg
catcher to minimize injury to the upper leg of the pedestrian.
[0014] Once the pre-impact sensing system of the disclosed
inventive concept confirms an impending pedestrian impact, a signal
is sent to a control module that causes the deployment of an upper
leg catcher beam upwards toward the grille area, thus minimizing
harm to the pedestrian. The catcher beam support assembly can be
mounted to the front or back side of the vehicle bumper beam
depending on the effectiveness of the catcher beam as determined by
computer aided engineering (CAE) analysis or by another means of
analysis. The catcher beam support assembly allows for deployment
or retraction of a catcher beam through the use of an extendable
support mechanism. A deployed catcher beam support assembly may be
readily reset in the event of a deployment due to a false positive
signal.
[0015] More particularly, the pedestrian protection apparatus for a
motor vehicle of the disclosed inventive concept includes a catcher
beam and a catcher beam support assembly including a catcher beam
support to which the catcher beam is attached. The catcher beam
support is movable between a stowed position and a deployed
position. The apparatus further includes a bumper energy absorber.
The catcher beam support assembly is positioned adjacent the
absorber.
[0016] The pedestrian protection apparatus of the disclosed
inventive concept further includes an actuator for moving the
catcher beam support from the stowed position to the deployed
position. The actuator may be of any of several mechanical,
electromechanical or pneumatic types of actuators, including, but
not limited to, a resilient member such as a conical spring.
[0017] A pedestrian impact sensor is provided to send a signal to a
control unit in the event that an impact with a pedestrian is
imminent. The control unit then sends a signal to the catcher beam
support assembly which allows the catcher beam to move from its
stowed position to its deployed position.
[0018] The catcher beam support assembly is attached to the motor
vehicle at a strategic location, such as adjacent a bumper energy
absorber and either substantially within or in front of a bumper
beam. Thus positioned, neither the catcher beam support assembly
nor the catcher beam interferes with engine cooling nor restricts
air flow to the cooling system in its stowed or retracted
position.
[0019] A locking pin is attached to the catcher beam support
assembly to maintain the catcher beam support in its stowed
position. A controller is connected to the control unit. In the
event that an imminent pedestrian impact is sensed, the controller
receives a signal from the control unit to move the pin from its
locked position to its unlocked position, thus allowing the catcher
beam support and its associated bumper beam to move to the deployed
position.
[0020] A catcher beam reset system is provided to reset the catcher
beam support to the stowed position in the event of a false
positive signal. The catcher beam reset system includes a
retractor.
[0021] The above advantages and other advantages and features will
be readily apparent from the following detailed description of the
preferred embodiments when taken in connection with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] For a more complete understanding of this invention,
reference should now be made to the embodiments illustrated in
greater detail in the accompanying drawings and described below by
way of examples of the invention wherein:
[0023] FIG. 1 is a side view of the front of a vehicle having the
bumper-mounted deployable upper leg catcher for pedestrian
protection relative to the upper leg of a pedestrian;
[0024] FIG. 2 is a front view of a vehicle having the
bumper-mounted deployable upper leg catcher for pedestrian
protection according to the disclosed inventive concept
illustrating the vehicle front interior components shown in broken
lines;
[0025] FIG. 3 is a view similar to that of FIG. 2 but illustrating
the vehicle front interior components;
[0026] FIG. 4 is a diagrammatic view showing the catcher beam of
the disclosed inventive concept in its retracted or stowed
state;
[0027] FIG. 5 is a cross-sectional view of the catcher beam support
assembly in its retracted or stowed state;
[0028] FIG. 6 is a cross-sectional view of a catcher beam support
assembly in its deployed state;
[0029] FIG. 7 is a diagrammatic view showing the catcher beam of
the disclosed inventive concept in its deployed state;
[0030] FIG. 8 is a sectional view of the front of a vehicle having
the bumper-mounted deployable upper leg catcher for pedestrian
protection according to the disclosed inventive concept positioned
inside and through the bumper beam and behind the energy absorber,
the catcher beam support assembly shown in its retracted or stowed
state;
[0031] FIG. 9 is a view similar to that of FIG. 8 but showing the
catcher beam support assembly in its deployed state;
[0032] FIG. 10 is a sectional view of the front of a vehicle having
the bumper-mounted deployable upper leg catcher for pedestrian
protection according to the disclosed inventive concept positioned
in front of the bumper beam and behind the energy absorber, the
catcher beam support assembly shown in its retracted or stowed
state; and
[0033] FIG. 11 is a view similar to that of FIG. 10 but showing the
catcher beam support assembly in its deployed state.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0034] In the following figures, the same reference numerals will
be used to refer to the same components. In the following
description, various operating parameters and components are
described for different constructed embodiments. These specific
parameters and components are included as examples and are not
meant to be limiting.
[0035] In general, the disclosed invention provides an injury
mitigation system for a vehicle that provides a more cost-effective
solution compared with known technologies through the provision of
a deployable upper leg catcher usable on a motor vehicle for
pedestrian protection.
[0036] Referring to FIG. 1, a side view of the front of a motor
vehicle having the bumper-mounted deployable upper leg catcher for
pedestrian protection according to the disclosed inventive concept
is illustrated and is generally shown as 10. The motor vehicle 10
is shown relative to the upper leg UL of a pedestrian.
[0037] The motor vehicle 10 includes a windshield 12, an engine
hood 14 forward of the windshield 12, and a front fascia 16 forward
of the engine hood 14. The engine hood 14 includes a leading edge
18. The engine hood 14 is in its un-lifted or resting condition
[0038] It is to be understood that the configuration of the motor
vehicle shown 10 shown in FIG. 1 is only suggestive and is not
intended as limiting. Indeed, the disclosed inventive concept can
have application to any motor vehicle having an engine hood,
including, but not limited to, passenger vehicles, sport utility
vehicles, trucks, and recreational vehicles.
[0039] FIG. 1 also illustrates a deployable upper leg catcher
system, generally illustrated as 20, generally positioned within
the front portion of the vehicle 10. The deployable upper leg
catcher system 20 includes a pedestrian impact sensor 22 and a
catcher beam support assembly 24 having a catcher beam 26 attached
thereto. The catcher beam support assembly 24 is positioned such
that, on deployment in the event that the presence of a pedestrian
is sensed, the catcher beam 26 is deployed upwards toward the
grille area of the vehicle. The pedestrian impact sensor 22 and the
catcher beam support assembly 24 are operatively associated with a
control unit 28.
[0040] The catcher beam 26 and a portion of the catcher beam
support assembly 24 are illustrated in FIG. 2 which is a front view
of the motor vehicle 10 in which the front interior components of
the vehicle 10 are shown in broken lines. The catcher beam 26 and a
portion of the catcher beam support assembly 24 are also
illustrated in FIG. 3 which more fully illustrates the front
interior components of the vehicle 10. Both of these figures
illustrate a bumper energy absorber 29. In FIG. 2 the bumper energy
absorber 29 is illustrated in broken lines. In FIG. 3 the bumper
energy absorber 29 is illustrated in solid lines. In both figures,
the catcher beam support assembly 24 is partially hidden from view
by the presence of the bumper energy absorber 29.
[0041] The catcher beam support assembly 24 may have a number of
different configurations. A preferred but not exclusive
configuration of the catcher beam support assembly 24 according to
the disclosed inventive concept is illustrated in detail in FIGS. 4
through 6. Referring to FIG. 4, the catcher beam 26 is attached to
the catcher beam assembly 24 as well as to catcher beam assemblies
24' and 24''. The catcher beam assemblies 24, 24' and 24'' include
catcher beam supports 30, 30' and 30'', respectively. The catcher
beam supports 30, 30' and 30'' are movably attached to catcher beam
support position regulators 32, 32' and 32'' respectively. The
catcher beam support position regulators 32, 32' and 32'' include
outer tubes 31, 31' and 31''. The catcher beam support position
regulators 32, 32' and 32'' further include locking pins 34, 34'
and 34'' and associated locking pin position controllers (such as,
but not limited to, solenoids) 36, 36' and 36'' respectively. In
FIG. 4, the locking pins 34, 34' and 34'' are illustrated as being
in their locked positions.
[0042] More particularly, and with reference to FIG. 5 which
illustrates the catcher beam assembly 24 in its locked position,
the catcher beam support 30 includes a locking plate 38 against
which the locking pin 34 is engaged when in its locked position. A
resilient member, in this case a conical spring 40, is illustrated
in its compressed state as would be the case when the catcher beam
assembly 24 is in its locked position. It is to be understood that
while a spring system is illustrated in the figures and is
discussed in relation thereto, movement of the catcher beam 26 may
be made by other extendable support mechanisms, such as through the
utilization of a telescoping arm or electro-mechanical
actuators.
[0043] In the event that the pedestrian impact sensor 22 senses the
impending impact of a pedestrian upon the fascia 16, a signal is
sent to the control unit 28 which, in turn, sends a signal to the
catcher beam assembly 24 to cause the locking pin position
controller 36 to move the locking pin 34 from its locking plate
engaging position illustrated in FIG. 5 to its released or open
position illustrated in FIG. 6. As illustrated in FIG. 6, with the
movement of the locking pin 34 to its released or open position,
the restraining force applied to the conical spring 40 is released,
causing the catcher beam support 30 and its attached catcher beam
26 to be moved upward, as illustrated in FIG. 7, thereby providing
softer engagement of the pedestrian's leg or other body parts in
the event of a vehicle impact.
[0044] A catcher beam reset system is preferably provided to reset
the catcher beam 26 to its retracted or stowed state such as in the
case of a false deployment. The catcher beam reset system allows
for the catcher beam 26 to be retracted from its deployed position
and reseat either after a set time delay (for example, 2 to 3
minutes) to ensure that there indeed was no impact and the signal
was false or by the operator through, for example, the push of a
button. If retracted, the catcher beam reset system allows the
catcher beam 26 to be returned to its design position.
[0045] This catcher beam reset system, generally illustrated as 42
in FIGS. 4 and 7, is a spring-assist cable and pulley arrangement
that includes at least one cable 44 attached to a retractor such as
a motor or similar mechanical device 46. The catcher beam retractor
system 42 may also operate the release of the locking pin 34
according to another embodiment of the disclosed inventive
concept.
[0046] The position of the catcher beam assembly 24 and its
associated catcher beam 26 within the front portion of the vehicle
may be varied depending on packaging requirements. Examples of
placement alternatives for the catcher beam assembly 24 are
illustrated in FIGS. 8 through 11. A first arrangement is
illustrated in FIGS. 8 and 9 and a second arrangement is
illustrated in FIGS. 10 and 11. Other locations of the catcher beam
assembly 24 are possible without deviating from the spirit of the
disclosed inventive concept.
[0047] Referring to FIGS. 8 and 9, the catcher beam assembly 24 is
positioned vehicle-rearward of the bumper energy absorber 29 and at
least partially within a bumper beam 48. FIG. 8 illustrates the
catcher beam assembly 24 in its retracted or stowed state whereby
the catcher beam 26 is lowered. FIG. 9 illustrates the catcher beam
assembly 24 in its deployed state whereby the catcher beam 26 is
raised to its upper leg-engaging position.
[0048] Referring to FIGS. 10 and 11, the catcher beam assembly 24
is positioned vehicle-rearward of the bumper energy absorber 29 and
vehicle-forward of a bumper beam 50. FIG. 10 illustrates the
catcher beam assembly 24 in its retracted or stowed state whereby
the catcher beam 26 is lowered. FIG. 11 illustrates the catcher
beam assembly 24 in its deployed state whereby the catcher beam 26
is raised to its upper leg-engaging position.
[0049] It is to be understood that while FIGS. 8 and 9 illustrate
the catcher beam assembly 24 being positioned at least partially
within the bumper beam 48 and FIGS. 10 and 11 illustrate the
catcher beam assembly 24 as being positioned in front of the bumper
beam 50, the catcher beam assembly 24 may also be mounted on the
back side of the bumper beam. The optimum placement of the catcher
beam assembly 24 relative to the bumper beam on a given vehicle is
determined based on the effectiveness of the bumper beam catcher 24
as determined by any of several analytical methods.
[0050] The length, cross-section and type of material used in the
catcher assembly of the disclosed inventive concept may all be
determined based on many factors, including the styling of the
front end of the vehicle. Ultimately, these variables may be
determined through the use of engineering analysis.
[0051] Thus the disclosed invention as set forth above overcomes
the challenges faced by known pedestrian protection sensing systems
for vehicles in a number of ways, such as by reducing complexity
and cost while providing effective protection for the pedestrian.
However, one skilled in the art will readily recognize from such
discussion, and from the accompanying drawings and claims that
various changes, modifications and variations can be made therein
without departing from the true spirit and fair scope of the
invention as defined by the following claims.
* * * * *