JP2003518243A - Impact sensor assembly and method of attaching the assembly to a vehicle - Google Patents

Abstract

An impact sensor assembly (46) forming a modular housing for a vehicle impact sensor. The shock sensor assembly (46) has an upper housing member (48), a lower housing member (50), and a connector (52) for making an electrical connection between the shock sensor assembly and a suitable vehicle system. . The shock sensor assembly further includes electronics (54) for processing signals received from the sensor (42). The lower housing member (50) receives and holds the sensor (42). The lower housing member (50) also cooperates with the upper housing member (48) to enclose the sensor (42) so that it can be closed. The shock sensor assembly (46) has structural features that ensure that it is properly mounted on the vehicle. The method of mounting the shock sensor assembly according to the present invention provides a method for quick and proper mounting of the shock sensor assembly (46) to a vehicle.

Description

Detailed Description of the Invention

TECHNICAL FIELD The present invention relates to an assembly of impact sensor elements for a vehicle, and a method of attaching the assembly to a vehicle, and more particularly to a modular assembly of impact sensors and the assembly of the assembly into a vehicle. A quick, easy, and proper mounting method.

BACKGROUND OF THE INVENTION Almost all passenger cars currently manufactured have some form of impact deployed restraint system to protect the vehicle occupants and the like in the event of a vehicle impact event. ing. Such restraint systems include, for example, front and side airbags in the passenger compartment, side curtains, inflatable seat belts and seat belt pretensioners. Further, as a restraint system, there is a restraint system that protects a pedestrian at the time of a collision with a vehicle, such as a pedestrian airbag and a hood release mechanism. Sensor systems typically control the deployment of such restraint systems by detecting the occurrence of a vehicle impact event.

Sensor systems generally detect impact events via sensor elements located in various areas of the vehicle that are prone to collision. The sensor element suitably detects the impact event via various actuation principles and trigger actuation of one or several passive restraint systems of the vehicle. Various types of sensors are used, for example piezoelectric cables,
Accelerometers, pressure sensors and crash zone switches are frequently used. Alternatively, a deformation sensor can be used. These sensors generate outputs such as electrical signals that change according to the degree of deformation of the sensor. These sensors operate by physical involvement during an impact event. That is, these sensors directly detect the deformation of the vehicle. Therefore, these sensors are used to detect impact events and also to collect information about the rate and extent of deformation.

One type of deformation sensor is in the form of an elongated strip oriented along the side door or bumper of a vehicle. Some sensors are awkward to handle due to their shape, and placing them across the vehicle is a complex and time consuming task. The modular assembly approach to vehicle manufacturing, which is strongly desired and practiced by vehicle manufacturers, impacts vehicle design and components in many ways. The several parts are often joined together as one assembly or module, which is then installed in the vehicle as a whole. This modular approach is designed to minimize assembly time during final vehicle manufacture. The modular approach to mounting the elongated impact deformation sensor saves time and makes the work more manageable.

The shock sensor assembly design must be compatible with the functional qualities of the sensor for proper functioning even when housed within the housing. For example, the deformation sensor must retain the ability to bend or deform due to the actuation mechanism of the sensor even after it is mounted on the vehicle. For these deformation sensors,
The ability of the sensor to bend or deform when the vehicle deforms is important for proper operation of the sensor. Therefore, any assembly or housing of these sensors must be able to address this issue.

In addition, due to the operating mechanism of the deformation sensor, it may not be possible to detect an impact applied uniformly along the length of the sensor. When such a shock occurs,
The entire sensor is pushed inward and does not cause the bending or deformation of the sensor required for impact detection. Conversely, the deformation sensor may improperly generate the operation signal even if the deformation of the sensor element is small. For example, unprotected sensor elements may bend or deform in response to stones or other objects that hit the vehicle.
Therefore, an ideal assembly of these sensors would be able to ensure proper deformation of the sensor when an impact is applied to the entire sensor, while at the same time protecting the sensor from the impact of insignificant surrounding objects. Also, as with any vehicle component that is installed during the manufacturing process, and consistent with the goals of the modular approach to vehicle manufacturing, any shock sensor assembly must be simple and easy to install. The design of the sensor assembly must be easy to place in its proper position and orientation. Also, the sensor assembly must be capable of rapid coupling to the required vehicle system, such as a restraint system control module.

In view of this background, there is a need for a sensor assembly that can form a protective barrier for elongated impact sensor elements and ensure proper operation in the event of a large impact event. The sensor assembly must be mountable to ensure proper functioning of the sensor and to allow rapid and correct orientation.

DISCLOSURE OF THE INVENTION The present invention relates to an impact sensor assembly that can meet the above needs. The sensor assembly according to the present invention includes an upper housing member, a lower housing member forming a channel for receiving an impact sensor element, and a connector for making electrical connection between the sensor assembly and a suitable vehicle system. The upper and lower housing members are closed together in a bivalve manner to house the sensor element within the housing. The housing member forms a structural element that can ensure proper and efficient attachment of the sensor assembly to the vehicle. The sensor assembly also includes electronics mounted in the housing for processing signals relayed from the shock sensor element.

Preferred embodiments of the present invention relate to deformed shock sensor assemblies and address the above-mentioned problems associated with these sensors. The assembly according to the preferred embodiment has a housing that holds the deformation sensors adjacent to the layer of compressible material, thereby allowing the deformations necessary for proper operation of these sensors. Both housing elements cooperate in such a way that they can be closed together and protect the sensor from environmental pollution and accidental and / or insignificant shocks. Also, the housing of the preferred embodiment forms a structural element that ensures bending or deformation of the sensor when subjected to an average applied impact over its span.

The present invention also relates to a method of mounting an impact sensor assembly on a vehicle. The present invention provides a simple and quick method of properly mounting a sensor assembly having the features disclosed herein. The method of the present invention includes the step of securing a mounting member of suitable size and profile to the portion of the vehicle to be monitored by the sensor assembly. It is preferable to use a C-shaped channel as the attachment member.
The sensor assembly is then slid into the mounting member. By interacting with the structural features of the assembly, the mounting member receives and holds the assembly in place and orientation. The dimensional configuration of the assembly and mounting members prevents improper or reverse mounting. The sensor is fixed in the vehicle after being positioned in the mounting member. Finally, the connector of the sensor assembly is connected to the connector of the appropriate system of the vehicle. This completes the mounting of the shock sensor assembly.

Accordingly, it is an object of the present invention to provide a modular structure to a vehicle shock sensor element by providing a shock sensor assembly that allows for quick, easy and proper mounting.

Another object of the present invention is to provide a housing that protects the shock sensor element from environmental pollution.

Another object of the invention is to retain a compressible material that allows the deformation sensor enclosed in the housing to still reliably bend and / or deform in response to a sufficient impact event. To provide a housing.

Another object of the present invention is to form a structural element that ensures proper operation or bending and / or deformation of the deformation sensor in response to an impact force applied uniformly over the span of the sensor. To provide a housing.

Another object of the present invention is to provide a simple and cost effective sensor element assembly that can be properly mounted and connected to a vehicle.

Yet another object of the present invention is to provide a method of mounting a sensor element assembly on a vehicle.

An advantage of the present invention is that the housing forms a structural element that ensures proper mounting on the vehicle.

Another advantage of the present invention is that the method of mounting the sensor assembly on the vehicle allows the assembly to be optimally positioned with respect to the structural elements of the vehicle.

BEST MODE FOR CARRYING OUT THE INVENTION Other objects and advantages of the present invention will become apparent with reference to the following description of preferred embodiments of the present invention described with reference to the accompanying drawings. Ah In the accompanying drawings, the same features, elements or parts are designated by the same reference numerals.

FIG. 1 shows a vehicle 10 having several deployable restraint systems and using the present invention. The vehicle 10 has a front seat 12 and a rear seat 14 in a passenger compartment 16. A seat belt 18 is attached near each seat, and each seat belt 18 is provided with a pretensioner 20 as a deployable restraint system.
A front airbag 22 is attached in front of the two front seats 12. The illustrated vehicle 10 has two front doors 24 and two rear doors 26, all of which have side airbags 28 adjacent the front seats 12 and rear seats 14.
Is provided. The vehicle 10 has a front bumper 30 and a pedestrian airbag 32 is attached near the bumper 30.

The vehicle 10 is provided with an accelerometer-type crash sensor that includes a first longitudinal accelerometer 34 oriented to detect longitudinal acceleration of the vehicle 10 and a lateral (ie, A second lateral accelerometer 36 is provided which is oriented to detect lateral) acceleration. Alternatively, if desired, these two accelerometers 34, 36 could be replaced by a single two-axis accelerometer. These accelerometers 34
, 36 are electrically connected to and communicate with a restraint system control module 38.

The illustrated vehicle impact detection system 40 includes several sensor elements 42 located at various locations throughout the vehicle 10, a restraint system control module 38, and these sensor elements 42 and restraint system. Electrical connection 44 to control module 38
And have. The sensor element 42 is located within the shock sensor assembly 46 according to the present invention and is used in some areas of the vehicle 10. In general, the sensor element 42 is mounted in an area around the body of the vehicle 10 where impact detection is desired, i.e. where the impact event can be known. For example, the sensor element 42 can be located within the front door 24 of the vehicle 10 to detect a side impact event. The sensor element 42 may also be located near or within the bumper 30 of the vehicle 10. With this arrangement, the sensor element 42 can also be used to monitor impact events, including pedestrians. Of course, it can be arranged at other preferable positions. The shock sensor assembly 46 according to the present invention can be easily installed and properly positioned wherever the sensor element 42 is ultimately located within the vehicle 10.
Further, the mounting method disclosed in the present application can be used throughout the vehicle 10.

As best shown in FIG. 2, the impact sensor assembly 46 of the present invention includes a sensor element 4
2 is accommodated in the vehicle 10. The sensor assembly 46 includes a first or upper housing member 48, a second or lower housing member 50, an impact sensor element 42, and
Electrical connector 52 (FIG. 5). The electrical connector 52 may comprise a pigtail harness or a one-piece connector for connecting the sensor assembly to the electrical connections of the restraint system control module 38. The sensor assembly 46 also includes the electronics 54 necessary to process the signals received from the shock sensor element 42.

Upper housing member 48 and lower housing member 50 are preferably formed of a suitable plastic material that can be injection molded.

The upper and lower housing members 48, 50 interact in a releasable manner to form a housing that separates the internal compartment 56 from the outside. The interaction of the upper and lower housing members 48, 50 may be accomplished in various ways, including by screws and nuts through the openings of both members 48, 50, tabs and corresponding slot structures, and tongue and corresponding groove structures. You can Upper and lower housing members 48, 5
A suitable seal, such as a rubber gasket or bead of sealant, may be placed around the boundary between the zeros. Finally, the upper and lower housing members 48,
The interaction of 50 encapsulates the sensor element 42. That is, the upper and lower housing members 48, 50 surround the sensor element 42 and isolate it from the external environment.

Once the upper and lower housing members 48, 50 are connected, the lower housing member 50 ultimately defines a channel 58 that is disposed within the internal compartment 56 of the sensor assembly 46. Channel 58 is a recess in lower housing member 50 that receives sensor element 42. Channel 58 is preferably lower housing member 50, leaving only the upstanding walls necessary to interact with upper housing member 48.
Of almost the entire length of. Thus, the lower housing member 50 forms two end walls 60 and two side walls 62. The channel 58 should have a corresponding length, width and depth that is at least equal to the dimensions of the sensor element 42 disposed therein. The channel 58 has a length and width slightly larger than the corresponding dimensions of the sensor element 42 so that the sensor element 42 can be slightly moved therein. Of course, various sizes of channels 58 can be used. The channel 58 is sized to receive and retain the sensor element 42 contained by the assembly 46.

The electrical connector 52 comprises a simple pigtail connector in which the wires extending from the information carrying elements of the electronic components 54 of the sensor assembly 46 are assembled into a single connector 52, such as a plastic female connector. The pigtail connector is the vehicle 10
Complementary relationship with the connector. The sensor assembly 46 and the vehicle 10 are connected to each other by pressing the complementary connectors together. Alternatively, as described in more detail below, the connector 52 can be configured as a one-piece connector in which the connector 52 is integrally molded with either the upper housing member 48 or the lower housing member 50.

The preferred embodiment has the electronics 54 necessary to process the signals received from the shock sensor element 42. The electronic components 54 are located on either the upper housing member 48 or the lower housing member 50, or on an electric breadboard that is secured to the upper housing member 48 or the lower housing member 50 by suitable fasteners. The electronic components 54 can include the elements necessary to convert the signal received from the shock sensor element 42 into a voltage signal. For example, as described in more detail below, the preferred embodiment includes a bend sensitive resistive element whose resistance output changes upon deformation. Preferably, the electronic components 54 may include elements such as current pumps and voltage dividers that convert the changed resistance into a voltage output that is then relayed to the restraint system control module 38. .

The preferred embodiment of the present invention provides a shock sensor assembly 46 with features specifically designed for deformed shock sensor elements. Impact sensors in this category have a bend sensitive resistive element, a bend sensitive fiber optic sensor, and a piezoelectric cable. The deformation sensor can detect an impact event of the vehicle through a direct physical relationship during the impact event. When the sensor is bent or deformed due to the direct consequences of an impact event, the output signal of the sensor changes to provide an indication of the impact event. This change in output is detected and the deployment decision can be made based on this.

Bending-sensitive resistive elements, such as the flexible potentiometer disclosed in Longford US Pat. No. 5,583,476, provide an electrical signal that changes as the element deforms. Bend sensitive resistive elements have strips of electrically conductive material such as ink that provide a resistive output that varies with the degree of deformation of the element. Generally, the conductive material is disposed on a flexible substrate such as polyamide. When the element is significantly bent or deformed, the resistance of the element also increases correspondingly. This change in resistance can be detected and deployment of the passive restraint system is initiated. Bend sensitive resistive elements are the only examples of deformation sensors to which the preferred embodiment of the present invention is particularly well suited. The particular examples of bending-sensitive resistance elements are merely indicative of their nature and are not meant to limit the scope of the invention in any way.

Due to this unfolding mode, the deformation sensor is rigidly positioned in the housing. For example, if the deformation sensor is not bent or deformed in response to an impact event, there will be no change in output and thus no impact will be detected. In the preferred embodiment, the channel 58 is deep enough to accommodate the layer of compressible material 64 in addition to the sensor element 42. Preferably, the compressible material 64 is a layer of foam in the form of a strip. The compressible material 64 is disposed underneath the sensor element 42 (ie, the bottom of the channel 58) and may be provided with an adhesive backing or other suitable means to facilitate proper placement and fixation.

The compressible material 64 is compressed inward in response to pressure. The compressible material 64 preferably provides sufficient compliance to the sensor element 42 so that it can bend in response to an impact event.

The deformation sensor must also be arranged in such a way that it can respond to impacts. That is, the sensor element 42 is not mounted such that a constant tensile load is applied. Thus, the lower housing member 50 of the preferred embodiment forms a structural element that allows the sensor element 42 to be loosely retained within the channel 58. Preferably,
As shown in FIG. 3, the lower housing member 50 defines an upstanding knob 66 having a head region with a diameter slightly larger than the diameter of the corresponding locating hole 70 of the sensor element 42. . The upright knob 66 has a thin shaft portion 72 having a diameter that is significantly smaller than the diameter of the locating hole 70. The height of the shaft portion 72 is defined such that the head region 68 is located above the compressible material 64 and the sensor element 42, thereby holding both 64, 42 in place. The lower housing member 50 has a total of four such knobs 66, one at each corner of the channel 58, although any number of upright knobs 66 may be suitable to achieve the desired retention. You can The compressible material 64 has a corresponding slot or hole for receiving each upright knob 66, and the sensor element 42 has a corresponding locating hole 7 for each upright knob 66.
Has 0. When constructed and positioned in this manner, the shaft portion 72 of the upright knob 66 is surrounded by slots or holes in the compressible material 64 so that little or no freedom of movement is transferred to the compressible material 64. . The shaft portion 72 of the upright knob 66 is located within the small diameter locating hole 70 of the sensor element 42, and the larger diameter head region 68 is located above the locating hole 70. With this arrangement, the sensor element 42 is free to move in any direction and is only limited by the difference between the diameter of the shaft portion 72 of the upright knob 66 and the diameter of the locating hole 70 of the sensor element 42.
This freedom of movement provides the flexibility needed for proper functioning of the deformation sensor. That is, the sensor element 42 can move and deform in response to an impact event.

In this embodiment, the final placement of the sensor element 42 is achieved by applying pressure to the sensor element 42 near the positioning hole 70 until the head region 68 is pushed through each positioning hole 70 of the sensor element 42. To be achieved.

As another configuration, the upright knob 66 is configured separately from the lower housing member 50,
It can also be attached to the lower housing member 50 with glue or screws or the like.
In this embodiment, the compressible material 64 and the sensor element 42 may be initially placed such that the locating holes 70 of the sensor element 42 overlie the slots or holes in the compressible material 64. The upright knob 66 is then threaded through the locating holes 70 and slots and finally the upright knob 66 is secured to the lower housing member 50 in a suitable manner.

It will be appreciated that the sensor element assembly 46 of the present invention may be provided with one or more sensor elements 42. For example, as shown in FIG.
A plurality of individual sensor elements 42 can be arranged horizontally, ie end-to-end aligned. In this manner, several individual sensor elements 42 are enclosed within the upper and lower housing members 48, 50 to facilitate placement of multiple sensor elements 42 within the vehicle 10.

The upper housing member 48 of the preferred embodiment also ensures proper functioning of the deformation sensor. In the preferred embodiment, the upper housing member 48 forms the crash actuator 74. The crash actuator 74 is a protrusion extending from the upper housing member 48 toward the lower housing member 50. That is,
The crash actuator 74 extends outwardly from inside the upper housing member 48 and is located within the channel 58 of the lower housing member 50.
It has a working surface 76 facing the surface 2. Although somewhat less preferred, the crash actuator 74 can be configured to extend outwardly from the outer surface of the upper housing member 48. In this embodiment, the force of the impact event forces the crash actuator 74 into the sensor element 42 via the upper housing member 48, causing the sensor element 42 to deform.

The crash actuator 74 operates to address the problems associated with shock events across the sensor. No bending or deformation will occur when these impact events are applied to the deformation sensor. Rather than a deformation, the entire sensor element 42 will simply be pushed inward. In this situation, there is no output change necessary for the deformation sensor to function properly. The crash actuator 74 reliably causes some deformation. Because the protrusion extends toward the sensor element 42, when a force is applied to the upper housing member 48, whether this force is localized or extends the entire length of the sensor element 42. , Because the crash actuator 74 pushes the sensor element 42 and bends it. This force causes the crush actuator 74 to move inward and as the crush actuator 74 continues to move inward, the sensor element 42 is bent and deformed.

In order to maximize the deformation due to the inward force acting on the crash actuator 74, the width of the working surface 76 of the crash actuator 74 is preferably at least as large as the width of the sensor element 42. Therefore, the crash actuator 7
4 preferably has a flat working surface 76 and has a trapezoidal, square or rectangular shape. Of course, the crash actuator 74 can be any shape suitable for transmitting the force of an impact event to the deformation sensor element.

In the preferred embodiment, the upper housing member 48 defines a plurality of crash actuators 74. The crash actuators 74 are preferably evenly spaced from one another and along the entire length of the sensor element 42 to ensure detection of impacts across the sensor. However, the crash actuator 7
The 4 can be arranged in any order and / or pattern suitable for the sensor element (s) 42 arranged in the sensor assembly 46.

The upper and lower housing members 48, 50 also serve as substrates for the sensor element 42, which effectively eliminates the required materials and manufacturing steps. For example, as described above, bending sensitive resistive elements typically use a conductive material such as ink to print electrical connectors on a flexible substrate. Instead of a flexible substrate, either the upper housing member 48 or the lower housing member 50 can be used. The upper housing member 48 is preferably used as the substrate. As best shown in FIG. 5, in this embodiment the sensor element 42 is provided directly on the upper housing member 48 by any suitable means such as direct printing. Further, an electrical connection portion 44 such as a silver trace is directly provided on the upper housing member 48. This use of upper housing member 48 as a substrate eliminates the need for a polyamide flexible substrate and a layer of compressible material 64. Therefore, this configuration saves manufacturing costs for the sensor element 42 and the sensor assembly 46. In this embodiment, the upper and lower housing members 48, 50 are
It is preferably thin to maintain flexibility. A suitable thickness is about 1 to 3 mm.

The upper and lower housing members 48, 50 of the preferred embodiment also have structural features that ensure proper attachment and easy fixation to the vehicle 10. At first,
Finally, the lower housing member 50, which is arranged to face the passenger compartment 16 of the vehicle 10, forms the protruding key 78. The protruding key 78 is preferably a relatively small outwardly extending member forming a profile 80. If desired, the profile 80 may include the shape of the key openings 82 in the frame of the vehicle 10 and the shape of the openings in the mounting member 84, and more particularly the throat of the C-shaped channel used to secure the sensor assembly 46 to the vehicle 10. The shape of the region 86 is complemented. This correlation between the profile 80 of the protruding key 78 and the opening of the mounting member 84 used for mounting and, if necessary, the key opening of the frame of the vehicle 10 is correct for the sensor element 42 after mounting. Ensure orientation. This is important for sensor elements 42, such as bending sensitive resistive elements, which function only when bent in one direction.

The profile 80 shape of the protruding key 78 is preferably square or rectangular. Also, the protruding key 78 is preferably integrally formed with the lower housing member 50. Alternatively, of course, the protruding key 78 may be formed by the upper housing member 48, or by the cooperation of both the upper and lower housing members 48, 50, or by any suitable means. It can be formed as a separate member fixed to the housing member 50. As shown in FIG. 8, it is sufficient for the protruding key 78 to be relatively small compared to the entire length of the sensor assembly 48. To function properly, the protruding key 78 need only be long enough to secure one end of the assembly within the mounting member 84. Also, the protrusion key 78 need only be located at one end of the assembly 46. However, although not required, the protruding key 78 may be included in the sensor assembly 4
It can also be arranged over the entire length of 6.

The protrusion key 78 can be provided with other functions. As mentioned above, the connector 52 may be integrally molded with either the upper housing member 48 or the lower housing member 50. When integrally molded with the lower housing member 50, the protruding key 78 can function as the integrally molded connector 52. In this embodiment, the one-piece molded connector forms a pinhole electrical connector into which male connection pins from the vehicle 10 are inserted to form a connection. The function as a one-piece connector does not interfere with or alter the ability of the protruding key 78 to ensure proper orientation of the assembly 46 during installation. The pinhole electrical connector has a C for assembly
It is accessible through the narrow throat region 86 of the C-shaped channel as it slides into the mold channel. A mounting member 84 having a shape other than the shape of a C-shaped channel allows access to the integrally molded connector, such as through an opening or recess.

The sensor assembly 46 also includes a through hole 9 for securing the assembly 46 to the vehicle 10.
It has a plate 88 with zeros. The plate 88 has a square or rectangular surface located at one end of the assembly 46. The plate 88 is of sufficient size to prevent the assembly 46 from sliding further into the mounting member 84 once it abuts. The plate 88 has at least one through hole 90, preferably two, four or six through holes 90. Through hole 90
Is of sufficient size to allow a suitable screw or other connector to pass through hole 90 while retaining the head portion of such a connector adjacent plate 88. The through holes 90 are arranged in a pattern in which each through hole 90 is aligned with a through hole 92 of the same size in the portion of the vehicle 10 to which the assembly 46 is attached. The through holes 90 can be offset. That is, the distance from the edge of plate 88 is varied to further ensure proper orientation of assembly 46 during mounting.
The plate 88 is disposed at one end of the assembly 46. In the preferred embodiment best shown in FIG. 8, the plate 88 is located at the end opposite the end at which the protruding key 78 is located. Preferably, as shown in FIG. 2, the upper and lower housing members 48,
50 cooperate to form plate 88. In this embodiment, the lower housing member 50 forms the lower plate member 94 and the upper housing member 48 forms the upper plate member 96. When the upper and lower housing members 48, 50 are joined together, a completed plate 88 is formed. Alternatively, either the upper housing member 48 or the lower housing member 50 can be configured to form the entire plate 88. Further, the plate 88 can be formed as a separate member that is secured to the assembly 46 by any suitable means.

Here, a method of attaching the shock sensor assembly 46 of the present invention to the vehicle 10 will be described. The method of mounting the shock sensor assembly 46 of the present invention comprises the following steps. First, the shock sensor assembly 46 according to the present invention is selected. The sensor assembly 46 is
It has a sensor element 42 and an electrical connector 52 and is fully assembled.
That is, the sensor element 42 is suitably positioned within the channel 58, that is, directly on the lower housing member 50, with the upper and lower housing members 48, 50 being closed together. Also, in the preferred mounting, the assembly 46 has the above structural features,
That is, it has a protrusion key 78 and a plate 88.

Next, the mounting member 84 is selected. The mounting member 84 is preferably formed of a metal similar to that used in the structural reinforcement elements of the vehicle 10. Mounting member 84
Is complementary to the overall size of the assembly 46, which allows the mounting member 84 to slidably receive and retain the assembly 46. That is, the mounting member 84 has a main opening that is slightly larger than the cross-sectional dimension of the assembly 46. Preferably, mounting member 84 is a C-shaped channel. That is, the channel member has a cross-sectional profile in the shape of the letter "C". The “C” profile is formed by two opposing flanges that form a narrow throat area 86.
The main opening of the C-shaped channel has a shape that complements the cross-sectional dimensions of the assembly 46. The main opening is sized to receive the assembly 46 of the present invention in a slidable manner. The narrow throat region 86 is large enough to receive the profile 80 of the protruding key 78 that forms a one-piece connector, but small enough to prevent rotation of the protruding key 78 within the throat region. The C-shaped channel is of sufficient length to slidably receive the selected assembly 46 up to the plate 88.

In order to prevent the rigidity of the assembly 46, the mounting member 84 is notched at various positions along its length to effectively weaken the mounting member 84 and to receive a shock. When secured, the ability to allow deformation of the assembly 46 and the sensor elements 42 contained therein is ensured. This also allows the impact event to be reliably concentrated by preventing the impact event acting on the span of the C-shaped channel from being mitigated or decentralized.

Next, the mounting member 84 is fixed to the vehicle 10 at the mounting position 98. Preferably, as best shown in FIG. 7, the mounting location 98 includes the mounting member 84 and the vehicle 1
It constitutes a spot weld between a vertical support member attached to a zero structural element (eg a stiffening beam). Alternatively, other attachments such as screws or rivets can be used to secure the mounting member 84 to the structural elements of the vehicle 10. In yet another aspect, the mounting location 98 may comprise a weld between the mounting member 84 and the fixed plate using an additional weld between the fixed plate and a structural element of the vehicle.

After the mounting member 84 is fixed to the vehicle 10, the sensor assembly 46 is slid into the mounting member 84. In the preferred assembly method, the sensor assembly 46 is
The protruding key 78 is positioned so as to be located near the open end of the C channel.
The assembly 46 is slid into the main opening of the C channel, while the profile 80 of the protruding key 78 is threaded through the narrow throat area 86 after the protruding key 78 meets the C channel. Assembly 46 is fully slid into the C-channel until plate 88 is prevented from moving further inward. At this point, plate 88
Through hole 90 is aligned with through hole 92 of vehicle 10.

A suitable fastener, such as a threaded metal plate screw or screw bolt, is then threaded through each through hole 90 in plate 88 and into a corresponding through hole 92 in vehicle 10. If desired, threaded bolts, nuts and washers or other fasteners are attached to the portion of the fastener that extends beyond through hole 92 of vehicle 10.

Finally, the electrical connector 52 of the sensor assembly 46 is connected to the electrical connection 44 of the impact detection system 40 of the vehicle 10. As mentioned above, this step involves connecting the pigtail connector with the corresponding connector on the vehicle 10 or by pushing the appropriate vehicle connector into the pinhole connector of the integrally molded connector.

Once the electrical connection between the assembly 46 and the vehicle 10 is established, the sensor assembly 46
Installation and fixing of is completed.

The above disclosure is the best mode contemplated by the inventor of carrying out the present invention. However, those skilled in the art of shock sensors, shock detection systems and automobile manufacturing will be aware of various modifications of the shock sensor assembly according to the present invention and the manner in which the assembly is mounted on a vehicle. The above disclosure is intended to enable a person skilled in the art to carry out the present invention, and the present invention should not be construed as being limited to the above disclosure and includes the above various modifications. Further, it should be understood that the present invention is limited only by the description of the claims.

[Brief description of drawings]

[Figure 1]   1 is a schematic plan view showing a vehicle including a sensor assembly according to the present invention.

[Fig. 2]   FIG. 3 is a vertical cross-sectional view of a sensor assembly according to the present invention.

[Figure 3]   FIG. 3 is a cross-sectional view of the sensor assembly according to the present invention taken along line 3-3 of FIG. 2.

FIG. 4 is a plan view showing a part of an upper housing member of the sensor assembly according to the present invention in a cutaway manner.

FIG. 5 is a plan view of a lower housing member of an impact sensor assembly according to the present invention with associated sensor elements.

[Figure 6]   FIG. 3 is an end view showing a sensor assembly according to the present invention.

FIG. 7 is a schematic cross-sectional view showing a vehicle door having a mounting member for receiving a sensor assembly according to the present invention.

FIG. 8 is a schematic side view showing a vehicle door having a mounting member for receiving a sensor assembly according to the present invention.

FIG. 9 is a schematic end view showing a vehicle door having a mounting member for receiving a sensor assembly according to the present invention.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) // B60R 21/22 G01P 15/00 D 22/46 15/08 P (72) Inventor Bocenek Jeffrey A. United States Michigan 48380 Milford Windswept Drive 4610 F Term (Reference) 3D018 MA00 3D054 AA17 EE02 5C086 AA54 BA22 CA21 CA26 CB20 CB35 DA02 DA10 DA40 GA13

Claims (23)

[Claims] 1. A vehicle impact sensor assembly for monitoring a vehicle impact event having a longitudinal axis and first and second ends, the first housing member cooperating with the first housing member. A second housing member that cooperates to form an elongated channel; and an elongated impact sensor element that is capable of producing a signal of an impact event when the impact sensor undergoes deformation, the impact sensor element disposed within the channel. Further comprising a connector electrically connecting the impact sensor element to the vehicle, cooperating to enclose the impact sensor element such that the first and second housing members can close each other. Vehicle impact sensor assembly. 2. The vehicle shock sensor assembly of claim 1, further comprising an electronic component that processes the signal from the shock sensor element. 3. The vehicle shock sensor assembly of claim 1, further comprising a layer of compressible material disposed within the elongate channel and below the elongate shock sensor element. . 4. The first and second housing members cooperate to form a plate that is arranged at a first end of the shock sensor assembly in a manner perpendicular to the longitudinal axis. The vehicle shock sensor assembly of claim 1, further comprising at least one through hole that secures the assembly to the vehicle. 5. The first housing member is formed with a plurality of local protrusions disposed adjacent to the shock sensor element, the sufficient shock being applied to the first housing member to cause The vehicle impact sensor assembly of claim 1, wherein a protrusion engages the impact sensor element to cause localized deformation of the impact sensor element. 6. The second housing member is formed with at least one upstanding projection having a head region and a shaft portion, the shaft portion extending through an elongated impact sensor element, the head region being 2. The vehicle shock sensor assembly of claim 1, wherein said shock sensor assembly engages with and holds said elongated shock sensor element near a second housing member. 7. The second housing member further has a protruding key formed therein, the protruding key disposed transversely to the longitudinal axis at the second end of the shock sensor assembly. The vehicle impact sensor assembly of claim 1, wherein: 8. The vehicle impact sensor assembly of claim 1, wherein the impact sensor element is a bend sensitive element and is selected from the group consisting of a piezoelectric cable, a glass fiber deformation sensor, and a resistive element. 9. The vehicle impact sensor assembly of claim 1, wherein the connector comprises a pigtail connector. 10. The vehicle impact sensor assembly of claim 1, wherein the connector is integrally molded with the lower housing member. 11. A vehicular impact sensor assembly having a longitudinal axis and an elongated channel arranged to monitor a vehicular impact event, the elongated deformed impact sensor element being capable of generating an impact event signal when deformed. A deformable shock sensor element disposed within the channel, the deformable shock sensor element having a first housing member formed with a plurality of localized protrusions disposed adjacent to the shock sensor element. A sufficient impact exerted on the member to cause the protrusion to engage the impact sensor element to cause local deformation of the impact sensor element and cooperate with the first housing member to form the channel; 2 a housing member, a layer of compressible material disposed within the channel and below the deformable shock sensor element; And a connector for electrically connecting the vehicle to the vehicle, wherein the first and second housing members cooperate to close each other to enclose the deformed impact sensor element. Sensor assembly. 12. The vehicle shock sensor assembly of claim 11, further comprising an electronic component that processes the signal from the deformed shock sensor element. 13. The first and second housing members cooperate to form a plate that is arranged at a first end of the shock sensor assembly in a manner perpendicular to the longitudinal axis. At least one for securing said assembly to said vehicle
The vehicle impact sensor assembly of claim 11, wherein the vehicle impact sensor assembly comprises three through holes. 14. The second housing member is formed with at least one upstanding projection with a head region and a shaft portion, the shaft portion extending through the compressible material and the elongated impact sensor element, 12. The vehicle shock sensor assembly of claim 11, wherein the head region engages the elongated shock sensor element and retains the shock sensor element against the compressible material. 15. The second housing member further has a protruding key formed therein, the protruding key disposed laterally to the longitudinal axis at the second end of the shock sensor assembly. The vehicle impact sensor assembly of claim 11, wherein: 16. The vehicle impact sensor assembly of claim 11, wherein the deformable impact sensor element is a bend sensitive element and is selected from the group consisting of a glass fiber deformation sensor, a resistive element and a piezoelectric cable. . 17. The vehicle impact sensor assembly of claim 11, wherein the connector comprises a pigtail connector. 18. The vehicle impact sensor assembly of claim 11, wherein the connector is integrally molded with the lower housing member. 19. A first housing member, a second housing member, and a bend-sensitive resistance element capable of generating a signal of an impact event, the bend-sensitive resistance element being in the first housing member or the second housing member. A vehicle shock sensor assembly for monitoring a shock event of a vehicle, wherein the shock sensor assembly is directly disposed and further comprises a connector electrically connecting the deformed shock sensor element to the vehicle. 20. The vehicle shock sensor assembly of claim 19, further comprising an electronic component that processes the signal from the bend sensitive resistive element. 21. At least one for receiving a fixture from a shock sensor assembly.
A method of attaching an impact sensor assembly to a vehicle having three through holes, the method comprising providing an impact sensor assembly having a longitudinal axis, first and second ends, a cross-sectional shape, and an electrical connector. And a plate formed at the first end of the shock sensor assembly perpendicular to the longitudinal axis, the plate having at least one through hole and an elongated mounting having a surface. A step of preparing a member, wherein the mounting member is formed with a main opening having a shape that complements the cross-sectional shape of the shock sensor assembly, and the step of fixing the mounting member to the vehicle, Disposing the second end of the assembly within the main opening of the mounting member, the impact sensor assembly along the longitudinal axis until the plate is prevented from sliding further inward. Further comprising the steps of sliding into the main opening, passing a fixture through the through hole of the plate and the through hole of the vehicle, and connecting the electrical connector of the shock sensor assembly to the vehicle. A characteristic method for mounting an impact sensor assembly on a vehicle. 22. A protrusion key is formed on the shock sensor assembly, and the mounting member has a C-shaped channel with a narrow throat region slidably receiving the protrusion key. 22. A method of mounting a shock sensor assembly on a vehicle according to claim 21. 23. The method of attaching a shock sensor assembly to a vehicle according to claim 21, wherein the attachment member has score lines formed at various positions on the surface.