US20150343989A1 - Bumper assembly including airbag - Google Patents
Bumper assembly including airbag Download PDFInfo
- Publication number
- US20150343989A1 US20150343989A1 US14/288,929 US201414288929A US2015343989A1 US 20150343989 A1 US20150343989 A1 US 20150343989A1 US 201414288929 A US201414288929 A US 201414288929A US 2015343989 A1 US2015343989 A1 US 2015343989A1
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- US
- United States
- Prior art keywords
- airbag
- impact
- bumper
- bumper beam
- absorbing member
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R19/20—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly gas or liquid, e.g. inflatable
- B60R19/205—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly gas or liquid, e.g. inflatable inflatable in the direction of an obstacle upon impending impact, e.g. using air bags
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R19/20—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly gas or liquid, e.g. inflatable
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
- B60R21/36—Protecting non-occupants of a vehicle, e.g. pedestrians using airbags
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/0002—Type of accident
- B60R2021/0004—Frontal collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01013—Means for detecting collision, impending collision or roll-over
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01204—Actuation parameters of safety arrangents
- B60R2021/01211—Expansion of air bags
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01204—Actuation parameters of safety arrangents
- B60R2021/01211—Expansion of air bags
- B60R2021/01218—Expansion of air bags control of expansion speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01204—Actuation parameters of safety arrangents
- B60R2021/01211—Expansion of air bags
- B60R2021/01225—Expansion of air bags control of expansion volume
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
- B60R2021/346—Protecting non-occupants of a vehicle, e.g. pedestrians means outside vehicle body
Definitions
- a front structure of a vehicle includes a bumper assembly that is supported by a frame of the vehicle.
- the bumper assembly includes a bumper beam coupled to the frame of the vehicle and a fascia mounted to the bumper beam to provide an aesthetic show surface.
- Bumper assemblies are designed to satisfy regulatory requirements and public domain testing involving front end impacts.
- vehicles are subjected to testing by the Insurance Institute for Highway Safety (IIHS) and bumper assemblies are, in part, designed to satisfy such testing.
- IIHS Insurance Institute for Highway Safety
- Regulatory requirements and public domain testing account for not only the safety of occupants inside the vehicle, such as during vehicle-to-vehicle impacts, but also account for pedestrians outside of the vehicle. These various tests can create conflicting requirements that complicate the design of the front structure.
- LSD Low Speed Damageability
- testing and requirements are directed toward protecting pedestrians.
- testing in various countries requires that the front bumper be designed to reduce the likelihood of injury to the pedestrian during an impact of up to 50 kilometers/hour.
- bumper assemblies may be designed to be stiff to prevent damage to the exterior of the bumper assembly during a low speed impact.
- an energy absorbing beam may be added to the bumper assembly inside the fascia to absorb energy during low speed impacts.
- bumper assemblies may be designed to be flexible to reduce the likelihood of injury to a pedestrian during impact with the pedestrian.
- FIG. 1 is a perspective view of a bumper assembly for a vehicle including a bumper beam, an energy absorbing member, and an airbag module;
- FIG. 2 is a partially exploded view of the bumper assembly of FIG. 1 ;
- FIG. 3 is a partially exploded view of the bumper beam and the airbag module
- FIG. 4 is a cross-sectional view of the bumper assembly of FIG. 1 with an airbag of the airbag module shown in a deflated state and shown with broken lines in a deployed state;
- FIG. 5 is a cross-sectional view of the bumper assembly with the airbag in the deployed state and breaking through the energy absorbing member;
- FIG. 6 is a partially exploded view of another embodiment of the bumper assembly
- FIG. 7 is a cross-sectional view of the bumper assembly of FIG. 6 ;
- FIG. 8 is a flow chart showing the operation of the airbag module based on the type of impact to which the vehicle is subjected.
- FIG. 9 is a schematic of an impact sensing system connected to an inflator of the airbag module.
- a bumper assembly 10 for a vehicle is generally shown.
- the bumper assembly 10 includes a bumper beam 14 and an energy absorbing member 16 adjacent the bumper beam 14 .
- An airbag module 18 includes an inflator 22 supported by the bumper beam 14 and an airbag 20 coupled to the inflator 22 .
- the airbag 20 is encased in a plastic or similar material (not shown) that breaks when the airbag 20 is inflated.
- the airbag 20 may be disposed between the bumper beam 14 and the energy absorbing member 16 .
- the airbag 20 is in a deflated state, as shown in FIGS. 4 and 6 .
- the airbag 20 is inflated to a deployed state, as shown in broken lines in FIGS. 4 and 6 and as shown in FIG. 5 .
- the deployed airbag 20 absorbs energy during the frontal impact.
- the vehicle includes an impact sensing system 24 , i.e., a pre-crash sensing system, for sensing a frontal impact before the frontal impact occurs and for instructing the inflator 22 to deploy the airbag 20 prior to and/or during the frontal impact.
- the airbag module 18 may be adaptive to inflate the airbag 20 at a selected inflation rate and/or to a selected volume based on a type of impact to select the stiffness of the airbag 20 when inflated.
- the inflator 22 may be a controlled output inflator that can be selectively activated to inflate the airbag 20 at a selected inflation rates and/or to a selected volumes to accomplish a desired stiffness and/or inflation time.
- the controlled output inflator may be a variable output inflator that is configured to selectively inflate the airbag 20 , e.g., continuously, at a selected inflation rate and/or to a selected volume.
- the controlled output inflator 22 may be a multi-stage inflator that can be activated in stages to inflate the airbag 20 at a selected inflation rate and/or selected volume.
- the inflator 22 may alternatively be a fixed output inflator configured to inflate the airbag 20 to a single inflation rate and volume.
- the inflator 22 may be activated in any suitable way such as cold gas, gyro technique micro gas generator, etc.
- the inflator 22 can inflate the airbag 20 to one of several different deployed states each corresponding to a different type of impact.
- each different deployed state can have a different inflation rate and/or different inflation volume based on the type of impact to select the stiffness of the airbag 20 when inflated.
- the different types of impact can include an impact with an object of a first type (not shown), e.g., a pedestrian, and an impact with an object of a second type (not shown), e.g., a vehicle.
- the different types of impacts may also include different types of pedestrian impacts, for example, based on the speed of the vehicle, size of the pedestrian, etc.
- the different types of impacts can include different types of vehicle-to-vehicle impacts such as full frontal, partial offset, oblique impact, 50% overlap impact, etc.
- the controlled output inflator inflates the airbag 20 to a deployed state consistent with the object of the first type.
- the airbag 20 is deployed to a pedestrian deployed state, which can include inflation at a lower rate and/or volume than during a vehicle-to-vehicle impact to select a lower stiffness of the airbag 20 when inflated.
- the controlled output inflator operates at a low power deployment to inflate the airbag 20 to the pedestrian deployed state.
- the controlled output inflator 22 inflates the airbag 20 to a deployed state consistent with the object of the second type.
- the airbag 20 is deployed to a vehicle-to-vehicle deployed state, which can include inflation at a higher rate and/or volume than during a pedestrian impact to select a higher stiffness of the airbag 20 when inflated.
- the controlled output inflator operates at a high power deployment to inflate the airbag 20 to the vehicle-to-vehicle deployed state.
- the controlled output inflator may operate at a high power deployment to inflate the airbag 20 to a relatively stiff state for stiffening the bumper assembly 10 during a LSD test.
- the stiffness of the bumper assembly 10 may be modified to a desired level for a particular type of impact, i.e., softer for pedestrian impact and stiffer for low speed impact such as that experienced during a LSD test.
- the airbag module 18 and the impact sensing system 24 are integrated with the currently existing active and passive safety systems of the vehicle.
- the compact and integrated nature of the airbag module 18 and impact sensing system 24 advantageously increases the flexibility in styling and design of the exterior of the vehicle.
- the impact sensing system 24 may include at least one impact sensor 26 and a controller 28 .
- the impact sensor 26 is configured to sense the object prior to impact between the vehicle and the object.
- the impact sensor 26 may also be configured to sense conditions of the vehicle.
- the controller 28 is configured to identify a condition of an impact between the vehicle and an object based on the condition of the impact sensed by the impact sensor 26 and to determine an inflation rate of the airbag 20 .
- the impact sensor 26 may be further defined as a plurality of impact sensors of the same or of different types.
- the plurality of impact sensors may include a remote object sensor 30 coupled to controller 28 to generate an object signal in the presence of an object within a field of view.
- the remote object sensor 30 may include one or more types of sensors including radar, lidar, and/or a vision system.
- the vision system may include one or more cameras, CCD image sensors, and/or CMOS image sensors, etc.
- the remote object sensor 30 is configured to sense the presence and the distance of an object from the vehicle and may determine characteristics of the detected objects, such as, radar reflective properties, the area, height, and/or width of the object.
- the plurality of impact sensors may also include a speed sensor 32 for detecting the speed of the vehicle, a trajectory detector 34 to measure the trajectory of the vehicle, e.g., straight, turning, etc., a steering wheel angle sensor 36 for measuring the rotation of the steering wheel, etc.
- a speed sensor 32 for detecting the speed of the vehicle
- a trajectory detector 34 to measure the trajectory of the vehicle, e.g., straight, turning, etc.
- a steering wheel angle sensor 36 for measuring the rotation of the steering wheel, etc.
- the impact sensors 26 may include any suitable number or type of sensors.
- the controller 28 may be a microprocessor-based controller.
- the impact sensors 26 are in communication with the controller 28 to communicate data to the controller 28 . Based on the data communicated by the impact sensors 26 , the controller 28 instructs the inflator 22 to inflate the airbag 20 at a selected rate and/or to a selected volume.
- FIG. 8 shows an example of operation of the impact sensing system 24 .
- the impact sensing system 24 senses the surroundings of the vehicle, as shown in block 110 .
- the impact sensing system 24 detects an imminent impact between the vehicle and an object.
- the impact sensors 26 sense the imminent impact.
- the impact sensing system 24 assesses a frontal collision threat.
- the impact sensing system 24 classifies the object as one of the first type and the second type, for example, one of a pedestrian and another vehicle. Specifically, if the plurality of impact sensors 26 detect an object, the impact sensors 26 communicate data regarding the detected object to the controller 28 .
- the controller 28 determines whether the sensed object is an object of the first type or an object of the second type, e.g., a pedestrian or another vehicle, based on the data from the plurality of impact sensors.
- the controller 28 selects at least one of an inflation rate and an inflation volume of the airbag 20 based on the classification of the object to select the stiffness of the airbag 20 when inflated.
- the impact sensing system 24 e.g., the controller 28 , identifies that the sensed object is of the first type, e.g., a pedestrian, the impact sensing system 24 next identifies whether impact is imminent. If impact is not imminent, the impact sensing system 24 takes no action. If impact is imminent, the controller 28 instructs the controlled output inflator 22 to inflate the airbag 20 to a predetermined state, e.g., to the pedestrian deployed state.
- the controller 28 instructs the inflator 22 to inflate the airbag 20 at a preselected inflation rate and/or inflation volume based on the classification, e.g., to the pedestrian inflation state when the object is classified as a pedestrian.
- the airbag 20 inflates between the bumper and the energy absorbing member 16 .
- the impact sensing system 24 e.g., the controller 28 , identifies that the sensed object is of the second type, e.g., another vehicle, the impact sensing system 24 next identifies whether the impact is imminent, as shown in block 118 . If impact is not imminent, the impact sensing system 24 takes no action. If impact is imminent, the impact sensing system 24 assesses a mode of the frontal impact, as shown in block 120 . The controller 28 instructs the controlled output inflator 22 to inflate the airbag 20 to a predetermined state, e.g., to the vehicle-to-vehicle deployed state.
- a predetermined state e.g., to the vehicle-to-vehicle deployed state.
- the controller 28 instructs the inflator 22 to inflate the airbag 20 at a preselected inflation rate and/or inflation volume based on the identified mode, e.g., to the vehicle-to-vehicle inflation state when the object is classified as another vehicle, as shown in block 122 .
- the airbag 20 inflates between the bumper beam 14 and the energy absorbing member 16 .
- at least one of the inflation rate and the inflation volume is higher when the object is classified as another vehicle.
- the controller 28 determines, based on data from the impact sensors 26 , that impact is imminent with another vehicle at a low speed, the controller 28 instructs the inflator 22 to inflate the airbag 20 between the bumper beam 14 and the energy absorbing member 16 at the high power deployment. This stiffens the bumper assembly 10 in situations tested by the LSD test. In other words, the controller 28 instructs the inflator 22 to inflate the airbag 20 to stiffen the bumper assembly 10 during a low speed impact.
- the bumper assembly 10 includes a fascia 38 covering at least a portion of at least one of the bumper beam 14 and the energy absorbing member 16 .
- the fascia 38 may be formed of any suitable plastic polymer, for example, a paintable plastic polymer.
- the fascia 38 may be flexible relative to the energy absorbing member 16 and the bumper beam 14 .
- the energy absorbing member 16 may be disposed between the bumper beam 14 and the fascia 38 .
- the energy absorbing member 16 may be connected to the bumper beam 14 or, alternatively, may be fixed to another component of the vehicle.
- the energy absorbing member 16 may be mounted in a position spaced from the fascia 38 in a pre-impact condition. Alternatively, the energy absorbing member 16 may abut the fascia 38 in a pre-impact condition.
- the energy absorbing member 16 deforms to absorb energy during a frontal impact, for example, during low speed impact for LSD tests.
- the energy absorbing member 16 absorbs energy during a frontal impact in both circumstances when the airbag 20 inflates and in circumstances when the airbag 20 does not inflate.
- the energy absorbing member 16 is formed of a suitable material and/or shape to deform to absorb energy during a frontal impact of the vehicle.
- the energy absorbing member 16 may be formed of foam, polypropylene plastic, or any other material suitable for absorbing energy during a frontal impact of the vehicle.
- the energy absorbing member 16 includes a cavity 40 defining a U-shaped cross-section for deforming during a frontal impact of the vehicle.
- the cavity 40 of the energy absorbing member 16 faces the bumper beam 14 and receives the airbag 20 .
- the airbag 20 In the deflated state, as shown in solid lines in FIGS. 4 and 6 , the airbag 20 is folded in the cavity 40 and encased (not shown) as set forth above.
- the deployed state As shown in broken lines in FIGS. 4 and 6 , the airbag 20 fills the cavity 40 .
- the airbag 20 may move the energy absorbing member 16 toward the fascia 38 and away from the bumper beam 14 (not shown).
- the airbag 20 may split the energy absorbing member 16 , as shown in FIG. 5 , and protrude through the energy absorbing member 16 toward the fascia 38 (not shown).
- the airbag 20 may also extend through the fascia 38 during deployment of the airbag 20 .
- the airbag module 18 may include a bracket 42 mounted to the inflator 22 .
- the bracket 42 is mounted to the bumper beam 14 .
- the bracket 42 may be bolted to the bumper beam 14 , welded to the bumper beam 14 , or fixed to the bumper beam 14 in any other suitable fashion.
- the bracket 42 may be metal, for example.
- the bumper beam 14 may define a cavity 44 .
- the bumper beam 14 may be W-shaped or C-shaped in cross-section.
- the inflator 22 may be disposed between the bumper beam 14 and the energy absorbing member 16 .
- the inflator 22 may be mounted to a front of the bumper beam 14 . In such a configuration, both the inflator 22 and the airbag 20 are exposed to the cavity 40 of the energy absorbing member 16 .
- the bumper beam 14 may be disposed between the inflator 22 and the energy absorbing member 16 .
- the inflator 22 is mounted to a rear of the bumper beam 14 .
- the bumper beam 14 may protect the inflator 22 from damage, e.g., during a frontal impact.
- the inflator 22 may be mounted in the cavity 44 of the bumper beam 14 .
- the bumper beam 14 defines a hole 46 with the airbag 20 and the inflator 22 in communication through the hole 46 .
- the inflator 22 may include a pipe 48 that extend through the hole 46 and engages the airbag 20 , as shown in FIGS. 6 and 7 .
- the airbag 20 may extend through the hole 46 to the inflator 22 .
- the bumper beam 14 may include any number of holes 46 and the inflator 22 may include a correspond number of pipes 48 .
- the bumper beam 14 shown in FIG. 6 includes three holes 46 and the inflator 22 includes three pipes 48 .
- the energy absorbing member 16 may frangible relative to the airbag 20 during inflation of the airbag 20 .
- the energy absorbing member 16 may be forced toward the fascia 38 by the airbag 20 during inflation of the airbag 20 .
- the force applied by the airbag 20 against the energy absorbing member 16 may break a connection between the energy absorbing member 16 and the rest of the vehicle, e.g., the bumper beam 14 .
- the airbag 20 may split the energy absorbing member 16 during inflation.
- the vehicle may be any type of vehicle.
- the vehicle may be an automobile.
- the bumper assembly 10 may be used with any suitable type of vehicle.
- the bumper assembly 10 is mounted to the rest of the vehicle, for example, with the use of arms 12 that are connected to the rest of the vehicle.
- the arms 12 may be attached to a frame of the vehicle.
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- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Air Bags (AREA)
Abstract
Description
- A front structure of a vehicle includes a bumper assembly that is supported by a frame of the vehicle. The bumper assembly includes a bumper beam coupled to the frame of the vehicle and a fascia mounted to the bumper beam to provide an aesthetic show surface.
- Bumper assemblies are designed to satisfy regulatory requirements and public domain testing involving front end impacts. As one example, vehicles are subjected to testing by the Insurance Institute for Highway Safety (IIHS) and bumper assemblies are, in part, designed to satisfy such testing. Regulatory requirements and public domain testing account for not only the safety of occupants inside the vehicle, such as during vehicle-to-vehicle impacts, but also account for pedestrians outside of the vehicle. These various tests can create conflicting requirements that complicate the design of the front structure.
- One testing metric, for example, is directed toward the ability of the vehicle to remain undamaged during low speed impacts and is tested by the Low Speed Damageability (LSD) test. In the LSD test, the vehicle must withstand an impact with an object of a particular size at low speeds, e.g., 15 kilometers/hour, without any visible damage to the vehicle, including the front bumper.
- Other testing and requirements are directed toward protecting pedestrians. For example, testing in various countries requires that the front bumper be designed to reduce the likelihood of injury to the pedestrian during an impact of up to 50 kilometers/hour.
- In order to accommodate the LSD test, bumper assemblies may be designed to be stiff to prevent damage to the exterior of the bumper assembly during a low speed impact. For example, an energy absorbing beam may be added to the bumper assembly inside the fascia to absorb energy during low speed impacts. On the other hand, bumper assemblies may be designed to be flexible to reduce the likelihood of injury to a pedestrian during impact with the pedestrian. As such, it is clear that these two tests impose conflicting demands on the design of bumper assemblies, i.e., one favoring a stiff bumper assembly and one favoring a soft bumper assembly, and complicate the design of the bumper assembly in order to accommodate both tests. Accordingly, there remains an opportunity to design a bumper assembly that addresses both of these tests.
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FIG. 1 is a perspective view of a bumper assembly for a vehicle including a bumper beam, an energy absorbing member, and an airbag module; -
FIG. 2 is a partially exploded view of the bumper assembly ofFIG. 1 ; -
FIG. 3 is a partially exploded view of the bumper beam and the airbag module; -
FIG. 4 is a cross-sectional view of the bumper assembly ofFIG. 1 with an airbag of the airbag module shown in a deflated state and shown with broken lines in a deployed state; -
FIG. 5 is a cross-sectional view of the bumper assembly with the airbag in the deployed state and breaking through the energy absorbing member; -
FIG. 6 is a partially exploded view of another embodiment of the bumper assembly; -
FIG. 7 is a cross-sectional view of the bumper assembly ofFIG. 6 ; -
FIG. 8 is a flow chart showing the operation of the airbag module based on the type of impact to which the vehicle is subjected; and -
FIG. 9 is a schematic of an impact sensing system connected to an inflator of the airbag module. - With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a bumper assembly 10 for a vehicle is generally shown. The bumper assembly 10 includes a
bumper beam 14 and anenergy absorbing member 16 adjacent thebumper beam 14. Anairbag module 18 includes aninflator 22 supported by thebumper beam 14 and anairbag 20 coupled to theinflator 22. Theairbag 20 is encased in a plastic or similar material (not shown) that breaks when theairbag 20 is inflated. Theairbag 20 may be disposed between thebumper beam 14 and theenergy absorbing member 16. - During normal operation of the vehicle, the
airbag 20 is in a deflated state, as shown inFIGS. 4 and 6 . During a frontal impact, theairbag 20 is inflated to a deployed state, as shown in broken lines inFIGS. 4 and 6 and as shown inFIG. 5 . The deployedairbag 20 absorbs energy during the frontal impact. As set forth further below, the vehicle includes animpact sensing system 24, i.e., a pre-crash sensing system, for sensing a frontal impact before the frontal impact occurs and for instructing theinflator 22 to deploy theairbag 20 prior to and/or during the frontal impact. - The
airbag module 18 may be adaptive to inflate theairbag 20 at a selected inflation rate and/or to a selected volume based on a type of impact to select the stiffness of theairbag 20 when inflated. In particular, theinflator 22 may be a controlled output inflator that can be selectively activated to inflate theairbag 20 at a selected inflation rates and/or to a selected volumes to accomplish a desired stiffness and/or inflation time. As one example, the controlled output inflator may be a variable output inflator that is configured to selectively inflate theairbag 20, e.g., continuously, at a selected inflation rate and/or to a selected volume. As another example, the controlledoutput inflator 22 may be a multi-stage inflator that can be activated in stages to inflate theairbag 20 at a selected inflation rate and/or selected volume. Theinflator 22 may alternatively be a fixed output inflator configured to inflate theairbag 20 to a single inflation rate and volume. Theinflator 22 may be activated in any suitable way such as cold gas, gyro technique micro gas generator, etc. - In the configuration where the
inflator 22 is a controlled output inflator, theinflator 22 can inflate theairbag 20 to one of several different deployed states each corresponding to a different type of impact. For example, each different deployed state can have a different inflation rate and/or different inflation volume based on the type of impact to select the stiffness of theairbag 20 when inflated. The different types of impact, for example, can include an impact with an object of a first type (not shown), e.g., a pedestrian, and an impact with an object of a second type (not shown), e.g., a vehicle. Specifically, the different types of impacts may also include different types of pedestrian impacts, for example, based on the speed of the vehicle, size of the pedestrian, etc. The different types of impacts can include different types of vehicle-to-vehicle impacts such as full frontal, partial offset, oblique impact, 50% overlap impact, etc. - During an impact with an object of the first type, e.g., a pedestrian, as sensed by the
impact sensing system 24, the controlled output inflator inflates theairbag 20 to a deployed state consistent with the object of the first type. For example, when the first type is a pedestrian, theairbag 20 is deployed to a pedestrian deployed state, which can include inflation at a lower rate and/or volume than during a vehicle-to-vehicle impact to select a lower stiffness of theairbag 20 when inflated. In other words, during a pedestrian impact, the controlled output inflator operates at a low power deployment to inflate theairbag 20 to the pedestrian deployed state. - Similarly, during an impact with an object of a second type, e.g., a vehicle, as sensed by the
impact sensing system 24, the controlledoutput inflator 22 inflates theairbag 20 to a deployed state consistent with the object of the second type. For example, when the second type is a vehicle, theairbag 20 is deployed to a vehicle-to-vehicle deployed state, which can include inflation at a higher rate and/or volume than during a pedestrian impact to select a higher stiffness of theairbag 20 when inflated. In other words, during a vehicle-to-vehicle impact, the controlled output inflator operates at a high power deployment to inflate theairbag 20 to the vehicle-to-vehicle deployed state. For example, during a low speed impact, the controlled output inflator may operate at a high power deployment to inflate theairbag 20 to a relatively stiff state for stiffening the bumper assembly 10 during a LSD test. - By inflating the
airbag 20 differently for impact with different types of objects, e.g., pedestrians or other vehicles, the stiffness of the bumper assembly 10 may be modified to a desired level for a particular type of impact, i.e., softer for pedestrian impact and stiffer for low speed impact such as that experienced during a LSD test. Also, theairbag module 18 and theimpact sensing system 24 are integrated with the currently existing active and passive safety systems of the vehicle. In addition, the compact and integrated nature of theairbag module 18 andimpact sensing system 24 advantageously increases the flexibility in styling and design of the exterior of the vehicle. - With reference to
FIG. 9 , theimpact sensing system 24 may include at least oneimpact sensor 26 and acontroller 28. Theimpact sensor 26 is configured to sense the object prior to impact between the vehicle and the object. Theimpact sensor 26 may also be configured to sense conditions of the vehicle. Thecontroller 28 is configured to identify a condition of an impact between the vehicle and an object based on the condition of the impact sensed by theimpact sensor 26 and to determine an inflation rate of theairbag 20. - The
impact sensor 26 may be further defined as a plurality of impact sensors of the same or of different types. For example, the plurality of impact sensors may include aremote object sensor 30 coupled tocontroller 28 to generate an object signal in the presence of an object within a field of view. Theremote object sensor 30 may include one or more types of sensors including radar, lidar, and/or a vision system. The vision system may include one or more cameras, CCD image sensors, and/or CMOS image sensors, etc. Theremote object sensor 30 is configured to sense the presence and the distance of an object from the vehicle and may determine characteristics of the detected objects, such as, radar reflective properties, the area, height, and/or width of the object. - With continued reference to
FIG. 9 , the plurality of impact sensors may also include aspeed sensor 32 for detecting the speed of the vehicle, atrajectory detector 34 to measure the trajectory of the vehicle, e.g., straight, turning, etc., a steeringwheel angle sensor 36 for measuring the rotation of the steering wheel, etc. It should be appreciated that theimpact sensors 26 may include any suitable number or type of sensors. - The
controller 28 may be a microprocessor-based controller. Theimpact sensors 26 are in communication with thecontroller 28 to communicate data to thecontroller 28. Based on the data communicated by theimpact sensors 26, thecontroller 28 instructs the inflator 22 to inflate theairbag 20 at a selected rate and/or to a selected volume. -
FIG. 8 shows an example of operation of theimpact sensing system 24. With reference toFIG. 8 , theimpact sensing system 24 senses the surroundings of the vehicle, as shown inblock 110. Theimpact sensing system 24 detects an imminent impact between the vehicle and an object. In particular, theimpact sensors 26 sense the imminent impact. - As shown in
block 112, theimpact sensing system 24 assesses a frontal collision threat. Theimpact sensing system 24 classifies the object as one of the first type and the second type, for example, one of a pedestrian and another vehicle. Specifically, if the plurality ofimpact sensors 26 detect an object, theimpact sensors 26 communicate data regarding the detected object to thecontroller 28. Thecontroller 28 determines whether the sensed object is an object of the first type or an object of the second type, e.g., a pedestrian or another vehicle, based on the data from the plurality of impact sensors. Thecontroller 28 selects at least one of an inflation rate and an inflation volume of theairbag 20 based on the classification of the object to select the stiffness of theairbag 20 when inflated. - As shown in
block 114, with continued reference toFIG. 8 , when theimpact sensing system 24, e.g., thecontroller 28, identifies that the sensed object is of the first type, e.g., a pedestrian, theimpact sensing system 24 next identifies whether impact is imminent. If impact is not imminent, theimpact sensing system 24 takes no action. If impact is imminent, thecontroller 28 instructs the controlledoutput inflator 22 to inflate theairbag 20 to a predetermined state, e.g., to the pedestrian deployed state. Specifically, as shown inblock 116, thecontroller 28 instructs the inflator 22 to inflate theairbag 20 at a preselected inflation rate and/or inflation volume based on the classification, e.g., to the pedestrian inflation state when the object is classified as a pedestrian. As set forth above, theairbag 20 inflates between the bumper and theenergy absorbing member 16. - With continued reference to
FIG. 8 , when theimpact sensing system 24, e.g., thecontroller 28, identifies that the sensed object is of the second type, e.g., another vehicle, theimpact sensing system 24 next identifies whether the impact is imminent, as shown inblock 118. If impact is not imminent, theimpact sensing system 24 takes no action. If impact is imminent, theimpact sensing system 24 assesses a mode of the frontal impact, as shown inblock 120. Thecontroller 28 instructs the controlledoutput inflator 22 to inflate theairbag 20 to a predetermined state, e.g., to the vehicle-to-vehicle deployed state. Specifically, thecontroller 28 instructs the inflator 22 to inflate theairbag 20 at a preselected inflation rate and/or inflation volume based on the identified mode, e.g., to the vehicle-to-vehicle inflation state when the object is classified as another vehicle, as shown inblock 122. As set forth above, theairbag 20 inflates between thebumper beam 14 and theenergy absorbing member 16. As also set forth above, at least one of the inflation rate and the inflation volume is higher when the object is classified as another vehicle. - As one example, when the
controller 28 determines, based on data from theimpact sensors 26, that impact is imminent with another vehicle at a low speed, thecontroller 28 instructs the inflator 22 to inflate theairbag 20 between thebumper beam 14 and theenergy absorbing member 16 at the high power deployment. This stiffens the bumper assembly 10 in situations tested by the LSD test. In other words, thecontroller 28 instructs the inflator 22 to inflate theairbag 20 to stiffen the bumper assembly 10 during a low speed impact. - The bumper assembly 10 includes a
fascia 38 covering at least a portion of at least one of thebumper beam 14 and theenergy absorbing member 16. Thefascia 38 may be formed of any suitable plastic polymer, for example, a paintable plastic polymer. Thefascia 38 may be flexible relative to theenergy absorbing member 16 and thebumper beam 14. - The
energy absorbing member 16 may be disposed between thebumper beam 14 and thefascia 38. Theenergy absorbing member 16 may be connected to thebumper beam 14 or, alternatively, may be fixed to another component of the vehicle. Theenergy absorbing member 16 may be mounted in a position spaced from thefascia 38 in a pre-impact condition. Alternatively, theenergy absorbing member 16 may abut thefascia 38 in a pre-impact condition. - The
energy absorbing member 16 deforms to absorb energy during a frontal impact, for example, during low speed impact for LSD tests. Theenergy absorbing member 16 absorbs energy during a frontal impact in both circumstances when theairbag 20 inflates and in circumstances when theairbag 20 does not inflate. - The
energy absorbing member 16 is formed of a suitable material and/or shape to deform to absorb energy during a frontal impact of the vehicle. Theenergy absorbing member 16 may be formed of foam, polypropylene plastic, or any other material suitable for absorbing energy during a frontal impact of the vehicle. Theenergy absorbing member 16 includes acavity 40 defining a U-shaped cross-section for deforming during a frontal impact of the vehicle. - With reference to
FIGS. 4-6 , thecavity 40 of theenergy absorbing member 16 faces thebumper beam 14 and receives theairbag 20. In the deflated state, as shown in solid lines inFIGS. 4 and 6 , theairbag 20 is folded in thecavity 40 and encased (not shown) as set forth above. In the deployed state, as shown in broken lines inFIGS. 4 and 6 , theairbag 20 fills thecavity 40. As theairbag 20 inflates from the deflated state to the deployed state, theairbag 20 may move theenergy absorbing member 16 toward thefascia 38 and away from the bumper beam 14 (not shown). In addition, or in the alternative, theairbag 20 may split theenergy absorbing member 16, as shown inFIG. 5 , and protrude through theenergy absorbing member 16 toward the fascia 38 (not shown). Theairbag 20 may also extend through thefascia 38 during deployment of theairbag 20. - With reference to
FIGS. 3-7 , theairbag module 18 may include abracket 42 mounted to theinflator 22. Thebracket 42 is mounted to thebumper beam 14. For example, thebracket 42 may be bolted to thebumper beam 14, welded to thebumper beam 14, or fixed to thebumper beam 14 in any other suitable fashion. Thebracket 42 may be metal, for example. - With reference to
FIGS. 1-7 , thebumper beam 14 may define acavity 44. For example, thebumper beam 14 may be W-shaped or C-shaped in cross-section. - With reference to
FIGS. 1-5 , the inflator 22 may be disposed between thebumper beam 14 and theenergy absorbing member 16. In other words, the inflator 22 may be mounted to a front of thebumper beam 14. In such a configuration, both the inflator 22 and theairbag 20 are exposed to thecavity 40 of theenergy absorbing member 16. - Alternatively, with reference to
FIGS. 6 and 7 , thebumper beam 14 may be disposed between the inflator 22 and theenergy absorbing member 16. In other words, theinflator 22 is mounted to a rear of thebumper beam 14. In such a configuration, thebumper beam 14 may protect the inflator 22 from damage, e.g., during a frontal impact. As shown inFIG. 6 , the inflator 22 may be mounted in thecavity 44 of thebumper beam 14. - With reference to
FIGS. 6 and 7 , thebumper beam 14 defines ahole 46 with theairbag 20 and the inflator 22 in communication through thehole 46. The inflator 22 may include a pipe 48 that extend through thehole 46 and engages theairbag 20, as shown inFIGS. 6 and 7 . Alternatively, theairbag 20 may extend through thehole 46 to theinflator 22. Thebumper beam 14 may include any number ofholes 46 and the inflator 22 may include a correspond number of pipes 48. By way of example, thebumper beam 14 shown inFIG. 6 includes threeholes 46 and the inflator 22 includes three pipes 48. - As set forth above, the
energy absorbing member 16 may frangible relative to theairbag 20 during inflation of theairbag 20. For example, theenergy absorbing member 16 may be forced toward thefascia 38 by theairbag 20 during inflation of theairbag 20. In such a state, the force applied by theairbag 20 against theenergy absorbing member 16 may break a connection between theenergy absorbing member 16 and the rest of the vehicle, e.g., thebumper beam 14. In addition or in the alternative, theairbag 20 may split theenergy absorbing member 16 during inflation. - The vehicle may be any type of vehicle. For example the vehicle may be an automobile. It should be appreciated that the bumper assembly 10 may be used with any suitable type of vehicle. The bumper assembly 10 is mounted to the rest of the vehicle, for example, with the use of arms 12 that are connected to the rest of the vehicle. For example, the arms 12 may be attached to a frame of the vehicle.
- The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described.
Claims (18)
Priority Applications (5)
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US14/288,929 US9216708B1 (en) | 2014-05-28 | 2014-05-28 | Bumper assembly including airbag |
DE102015108025.7A DE102015108025A1 (en) | 2014-05-28 | 2015-05-20 | Bumper arrangement with airbag |
MX2015006628A MX2015006628A (en) | 2014-05-28 | 2015-05-26 | Bumper assembly including airbag. |
CN201510279212.2A CN105270302B (en) | 2014-05-28 | 2015-05-27 | Bumper assembly including air bag |
RU2015120062A RU2015120062A (en) | 2014-05-28 | 2015-05-27 | BUMPER ASSEMBLY FOR VEHICLE (OPTIONS) AND METHOD FOR DEPLOYING THE AIRBAG MODULE |
Applications Claiming Priority (1)
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US14/288,929 US9216708B1 (en) | 2014-05-28 | 2014-05-28 | Bumper assembly including airbag |
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US20150343989A1 true US20150343989A1 (en) | 2015-12-03 |
US9216708B1 US9216708B1 (en) | 2015-12-22 |
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CN (1) | CN105270302B (en) |
DE (1) | DE102015108025A1 (en) |
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CN105564364A (en) * | 2016-01-11 | 2016-05-11 | 淮阴工学院 | Passive protection device for vehicle collision |
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CN105818768A (en) * | 2016-04-19 | 2016-08-03 | 芜湖金鹏汽车部件有限公司 | Automobile anti-collision beam air bag |
US11250489B2 (en) * | 2017-07-28 | 2022-02-15 | Nuro, Inc. | Flexible compartment design on autonomous and semi-autonomous vehicle |
CN110341631A (en) * | 2019-04-23 | 2019-10-18 | 乐昌市鑫东穗汽车用品有限公司 | A kind of electric automotive anti-impact bumper and method |
CN111469799B (en) * | 2020-03-20 | 2022-09-27 | 浙江吉利汽车研究院有限公司 | Device, system and method for protecting thighs, crotch and ribs of pedestrian |
CN112918424B (en) * | 2021-03-01 | 2022-06-07 | 长沙理工大学 | Air bag for reducing human-ground collision damage in ultra-low speed accident of intelligent automobile |
CN113702942A (en) * | 2021-08-09 | 2021-11-26 | 斯卡纳(北京)科技有限公司 | Unmanned aerial vehicle laser radar based on data drive |
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KR101154266B1 (en) * | 2010-11-25 | 2012-06-13 | 현대자동차주식회사 | External air bag device for a vehicle |
KR101757693B1 (en) * | 2011-04-20 | 2017-07-14 | 현대모비스 주식회사 | A bumper airbag apparatus |
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- 2014-05-28 US US14/288,929 patent/US9216708B1/en active Active
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Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105564364A (en) * | 2016-01-11 | 2016-05-11 | 淮阴工学院 | Passive protection device for vehicle collision |
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CN105270302B (en) | 2019-09-24 |
CN105270302A (en) | 2016-01-27 |
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US9216708B1 (en) | 2015-12-22 |
RU2015120062A (en) | 2016-12-20 |
RU2015120062A3 (en) | 2018-09-26 |
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