US20140367980A1 - Bonded and rotatable vehicle sensor assembly - Google Patents
Bonded and rotatable vehicle sensor assembly Download PDFInfo
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- US20140367980A1 US20140367980A1 US14/047,153 US201314047153A US2014367980A1 US 20140367980 A1 US20140367980 A1 US 20140367980A1 US 201314047153 A US201314047153 A US 201314047153A US 2014367980 A1 US2014367980 A1 US 2014367980A1
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- sensor
- housing
- vehicle
- assembly
- tab
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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
- B60R19/48—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
- B60R19/483—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds with obstacle sensors of electric or electronic type
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- 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
- B60R21/0136—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 actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
Definitions
- This disclosure relates to the attachment of sensors to vehicle components.
- Automotive vehicles use environment awareness to improve vehicle performance and vehicle safety features. Consumer appetites and automotive regulations may push demand for environment awareness improvements.
- Vehicle structures may operate with sensor systems to obtain information on a surrounding environment and direct corresponding vehicle responses.
- On-board vehicle systems may obtain different types of information from different locations on the vehicle.
- These vehicle systems may include sensors and sensor systems to assist in obtaining the information. A position and/or location of these sensors on-vehicle typically play a role in the operation of the sensor and sensor systems. Additionally, these sensor systems may be designed to facilitate efficient installation and/or assembly processes.
- a vehicle includes a bumper beam, a bumper cover having inner and outer surfaces and an impact sensor assembly attached to, without mechanically fastening, the inner surface.
- the sensor assembly includes a housing, an acceleration sensor disposed within the housing, and a planar tab ultrasonically welded to the inner surface.
- the planar tab has a thickness such that when ultrasonically welded to the inner surface, the planar tab does not cause deformation of the outer surface proximate to the planar tab.
- the housing is spaced away from the inner surface a distance no greater than the thickness of the planar tab and the assembly is arranged such that the distance between the bumper beam and the assembly is at least seventy millimeters.
- the housing may be configured to selectively rotate from a first position to a second position and include a wall to prevent mating access in the first position.
- the sensor may be accessible for mating in the second position.
- the sensor assembly may include a lock mechanism configured to hold the housing in the first position. Attaching the sensor to the housing may release the hold such that the housing may rotate to the second position.
- the sensor may include a lock tab configured to mate with a slot of the sensor assembly when the housing is in the second position.
- the sensor assembly may include a pin having a bias to selectively hold the housing in the first position until the sensor is attached.
- the planar tab may be made of a material that is the same as a material of the bumper cover. The planar tab may be between one and three millimeters thick.
- a vehicle fascia assembly includes a bumper beam, a bumper cover having an inner surface and a sensor assembly disposed between the bumper beam and bumper cover.
- the sensor assembly includes a planar tab bonded to the inner surface, a housing configured to rotate from a first position to a second position, a sensor with a connector, and a wall proximate to the connector. The wall is configured to prevent mating access to the connector in the first position. In the second position the connector is accessible for mating.
- the vehicle fascia assembly may include a pin configured to bias the housing toward the bumper cover and selectively hold the housing in the first position until the sensor is attached to the housing.
- the sensor may include a lock tab to pull the housing away from the bumper cover when the sensor is installed onto the housing such that the housing and sensor may rotate to the second position.
- the sensor assembly may include a slot to mate with the lock tab when the housing is in the second position.
- the planar tab may be embedded within the housing and be between one and three millimeters thick.
- a vehicle includes a bumper beam, a bumper cover having an inner surface, a sensor, a lock mechanism, and a wall.
- the bracket is disposed between the bumper beam and bumper cover and includes a base bonded to the inner surface and a housing configured to rotate from a first position to a second position.
- the sensor is configured to attach to the housing and includes a connector.
- the lock mechanism is configured to hold the bracket in the first position and to release the hold when the sensor attaches to the housing.
- the wall is proximate to the connector and configured to prevent mating access to the connector in the first position. In the second position, the connector clears the wall and is accessible for mating by another connector.
- the assembly may be arranged such that a minimum distance between the bumper beam and the assembly is at least seventy millimeters.
- the sensor may include a lock tab configured to mate with a slot of the bracket when the housing is in the second position.
- the bracket may include a pin having a bias to selectively hold the housing in the first position until the sensor is attached to the housing.
- the bracket may include a planar tab ultrasonically welded to the inner surface.
- the planar tab may be between one and three millimeters thick.
- the planar tab may be of a material that is the same as a material of the bumper cover.
- a vehicle includes a bumper beam and a bumper cover including an inner surface.
- a bracket is disposed between the bumper beam and bumper cover.
- the bracket defines a base bonded to the inner surface and a key hole.
- a sensor includes a key, a connector and a clip, the key is configured to mate with the key hole, and the sensor is configured to selectively rotate between a first and second position.
- the clip is configured to prevent mating access to the connector when the sensor is in the first position but not in the second position.
- the clip may include an arm and a nub.
- the sensor may define an aperture. The nub may be configured to engage the aperture to orient the clip such that the arm is proximate to the connector and prevents mating access thereto.
- the nub may be further configured such that the nub disengages from the aperture in response to application of opposing rotational forces to the sensor and clip.
- the bracket may further define an arm slot.
- the arm may be configured to mate with the arm slot when the sensor is in the first and second positions.
- the bracket may further define a tab slot to receive a lock tab of the sensor configured to mate with the tab slot when the sensor is in the second position.
- the bracket may further define a planar tab ultrasonically welded to the inner surface.
- a thickness of the planar tab may be between one and three millimeters.
- a material of the planar tab may be the same material of the bumper cover
- FIG. 1 is a side view, in cross-section, of a sensor assembly attached to a bumper cover via a stud, nut and bracket.
- FIG. 2 is a perspective view of a sensor assembly mechanically fastened to a bumper cover via a stud, nut and bracket.
- FIG. 3 is a side view, in cross-section, of a sensor assembly attached to a bumper cover.
- FIG. 4 a is a perspective view of a bracket attached to a bumper cover and a sensor.
- FIG. 4 b is a front view of the bracket from FIG. 4 a.
- FIG. 4 c is a side view of the bracket from FIG. 4 a.
- FIG. 4 d is a side view of the sensor from FIG. 4 a.
- FIG. 4 e is a perspective view of a housing for a bracket.
- FIG. 5 a is a perspective view of a first position of a sensor assembly including the bracket and sensor from FIG. 4 a.
- FIG. 5 b is a side view of the bracket from FIG. 5 a.
- FIG. 5 c is a side view of the bracket from FIG. 5 a and a sensor installed onto the bracket.
- FIG. 6 a is perspective view of the sensor assembly from FIG. 5 a in a second position.
- FIG. 6 b is a side view, in cross-section, of the sensor assembly from FIG. 6 a.
- FIG. 7 is a rear view of three sensor assemblies attached to a bumper cover.
- FIG. 8 a is a perspective view of a sensor assembly.
- FIG. 8 b is a side view of the sensor from FIG. 8 a.
- FIG. 8 c is a perspective view of a clip of the sensor from FIG. 8 a.
- FIG. 9 a is a perspective view of a sensor assembly in a first position.
- FIG. 9 b is a front view of FIG. 9 b.
- FIG. 10 a is a perspective view of a sensor assembly in a second position.
- FIG. 10 b is a front view of FIG. 10 a.
- Automotive vehicles include multiple safety features to assist in protecting vehicle occupants, the vehicle itself and surrounding objects. Structural safety features may be coupled with sensor systems to warn and/or alert a driver under certain circumstances, such as when the vehicle nears an object.
- a sensor system is a vehicle parking aid system which may include a sensor to detect objects and a capability to sound an alert in response to object detection. As such, the parking aid system may alert the driver if, for example, the vehicle is nearing an object when backing into a parking space.
- a sensor system is a pedestrian protection system to provide protection for pedestrians and/or to reduce pedestrian injury resulting from an impact with the vehicle.
- This type of sensor system may detect an object upon impact and activate a vehicle response.
- Certain sensors, such as impact sensors, may further determine the type of object impacting the vehicle and send a corresponding signal to a safety system to activate the vehicle response.
- the locations, positions and method of mounting these sensors often coincide with proximate vehicle structural features to provide desired performance.
- impact sensors may be positioned in an area between a vehicle's fascia and a vehicle's bumper beam.
- a bumper cover portion of the vehicle's fascia is one example of this type of area.
- Vehicle fascias typically include an A-surface and a B-surface.
- the A-surface and/or outer surface is a portion of the fascia facing “outward” and/or facing “off vehicle” (the surface typically seen by pedestrians and other motorists).
- the B-surface and/or inner surface is a portion of the fascia facing “inward” (the surface typically not seen by pedestrians and other motorists.)
- the B-surface of a bumper cover typically faces the bumper beam and/or an energy absorber.
- an impact sensor assembly 2 is attached to a vehicle bumper cover 4 as known in the art.
- the sensor assembly 2 is mounted to a B-surface 8 of the bumper cover 4 .
- the sensor assembly 2 includes a plastic bracket 10 with a stud 12 and a nut 11 to facilitate mounting an impact sensor 14 to the B-surface 8 .
- Dimension 18 is a distance between an end 20 of the stud 12 and a bumper beam 6 within an area 21 .
- the end 20 is an example of hard point of contact.
- Automotive safety standards may provide guidance on appropriate minimum distances between a hard point of contact and a bumper beam or a sensor assembly and the bumper beam, referred to herein as a crush distance. Automotive manufacturers may also have internal standards relating to the crush distance.
- an impact at or near the sensor assembly 2 on bumper cover 4 may direct the stud 12 and nut 11 toward the bumper beam 6 . If the end 20 bottoms out against the bumper beam 6 , the sensor 14 may cease operation due to damage and/or destruction. In terms of sensor performance, an impact where the crush distance is too small may render the sensor 14 inoperable prior to completion of its tasks. In contrast, a larger crush distance may provide more time for the sensor 14 to operate following an impact. Therefore, it may be desirable to minimize and/or eliminate elements of sensor assemblies within the area 21 to maximize the crush distance. For example, a horizontal dimension of the plastic bracket 10 may contribute to a shorter crush distance since the nut 11 and stud 12 are needed to mechanically fasten the sensor 14 to the bumper cover 4 .
- Additional safety requirements such as a preferred number of stud 12 threads clearing the nut 11 , may also contribute to a shorter crush distance. Eliminating the plastic bracket 10 , nut 11 and stud 12 may result in a larger crush distance and one less hard contact point in the area 21 .
- a sensor assembly 50 is attached to a vehicle fascia 51 as known in the art. Similar to sensor assembly 2 , the sensor assembly 50 is mechanically attached to a bracket 52 via a stud 54 , a nut 55 and a bushing 56 . The bracket 52 is attached to a fascia B-surface 57 and the stud 54 extends toward a bumper beam (not shown). As with sensor assembly 2 , a bracket, stud and nut combination such as bracket 52 , stud 54 and nut 55 may influence a shorter and less desirable crush distance.
- a capability to detect a pedestrian at impact may be improved and/or increased when an impact sensor is at or near the leading edge of the vehicle, such as the vehicle's front or rear bumper cover (depending on the direction of vehicle movement).
- the leading edge of a vehicle comprises a fascia made up of a material which may be thin and include aesthetic design concerns.
- the aesthetic design concerns may limit and/or prevent usage of conventional fasteners which require piercing the front fascia, or fasteners which may deform the A-surface corresponding to the attachment location.
- the design constraints, performance requirements and aesthetic concerns mentioned above create multiple challenges for mounting sensors, such as pedestrian protection sensors, to a desired B-surface of a vehicle bumper cover and/or fascia.
- FIG. 3 shows an illustrative sensor assembly 60 positioned on a bumper cover or fascia of an automotive vehicle.
- the sensor assembly 60 may include a sensor 62 , a sensor housing 64 and a planar tab 66 .
- Examples of a sensor 62 include but are not limited to acceleration sensors and/or pressure sensors.
- the tab 66 may be embedded into the sensor assembly 62 and may further be bonded to a fascia B-surface 68 of a fascia bumper cover 70 . Two examples of bonding methods may include ultrasonic welding and adhesive bonding.
- the tab 66 may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld.
- An ultrasonic weld utilizing the tab 66 with a thickness above three millimeters may result in a dimple or other deformation to an A-surface 72 of the bumper cover 70 .
- An ultrasonic weld utilizing the tab 66 with a thickness below one millimeter may not be strong enough to hold the sensor assembly 60 to the B-surface 68 .
- the tab 66 may be, without limitation, a plastic strip or a material the same as a material used for the corresponding bumper cover.
- the distance between the B-surface 68 and sensor assembly 60 may be less than or equal to a desired tab 66 thickness. Additionally and/or optionally, the tab 66 may be an extension of the sensor housing 64 .
- the sensor assembly 60 may be positioned substantially on the B-surface 68 without mechanical fasteners, such as a stud, thereby minimizing the fore-aft space occupied by the sensor assembly 60 and resulting in a greater crush distance shown as dimension 75 .
- This configuration for sensor assembly 60 may further minimize the number of vehicle components and/or elements within an area 78 .
- a preferred length for dimension 75 may be equal to or greater than seventy millimeters, though the length of dimension 75 may vary in accordance with the sensor assembly 60 thickness and tab 66 thickness.
- Each additional unit of measure added to the crush distance, in this case dimension 75 may provide additional pedestrian safety benefits.
- More space between the bumper beam 76 and an exemplary point of impact at the bumper cover 70 may provide, for example and without limitation, (i) more time for a vehicle safety system to receive, process and respond to a detection signal from sensor 60 following impact; and (ii) a larger cavity and/or space, such as area 78 , to operate as a crumple zone to assist in reducing injury to the pedestrian following impact.
- the sensor assembly 60 may further provide advantages with regard to operator assembly in a line and/or sub-assembly environment. Examples of bracket mounting methods at present may include snapping, adhering and welding to a vehicle fascia. Some sensors, such as parking aid sensors, may require a hole or holes in the fascia to attach the sensor bracket(s) either before or after the fascias are painted. Other sensors, such as those used in pedestrian sensing systems, may not require a hole through a fascia but may include multiple other steps for both assembly and attachment. The sensor assembly 60 may provide cost savings by reducing the number of operator steps involved in mounting sensor assemblies to vehicle bumper covers.
- the sensor assembly 60 bonding location on the B-surface 68 may also influence performance of a pedestrian protection system.
- a desired functionality of the sensor 62 may be to identify and/or determine a type of object at impact.
- Object characteristics such as but not limited to density and weight, may vary between different types of objects and influence the effect of the impact.
- a vehicle to tree collision for example, may have a different impact effect on a vehicle than a vehicle to pedestrian collision.
- a sensor system safety feature with a capability to identify and/or determine the type of object at impact and activate a response based on the determining may assist in reducing damage to the vehicle and/or object.
- the sensor system safety feature may determine that a density of an object at impact is below a predetermined threshold and as such, activate the vehicle response to reduce the vehicle force impacting the object.
- the safety feature may direct the vehicle's hood to “pop,” or may direct deployment of an energy absorbing hood panel to reduce an amount of force transferred from the vehicle to the pedestrian. This effect is similar to a crumple-zone and may be increasingly effective with greater crush distances. It may therefore be advantageous to position the sensor 62 and/or sensor assembly 60 at or near a potential impact zone on a vehicle to promote detection upon impact.
- FIGS. 4 a through 7 show an illustrative sensor assembly 100 positioned on a bumper cover 102 for an automotive vehicle.
- the sensor assembly 100 may include a sensor 103 and a bracket 104 with a housing 105 and a base 106 .
- An example of a sensor 103 may include an acceleration sensor or a park aid sensor as described above.
- pressure sensors may be another example of a sensor 103 .
- a planar tab (not shown) may be embedded into the base 106 and may be bonded to a fascia B-surface 108 of the bumper cover 102 . Two examples of bonding methods may include ultrasonic welding and adhesive bonding.
- the planar tab may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld.
- An ultrasonic weld of the planar tab with a thickness above three millimeters may result in a dimple or other deformation to an A-surface 107 of the bumper cover 102 .
- An ultrasonic weld of the planar tab with a thickness below one millimeter may not be strong enough to hold the sensor assembly 100 to the B-surface 108 .
- the planar tab may be, without limitation, a plastic strip or a material the same as a material used for the bumper cover 102 .
- the distance between the B-surface 108 and sensor assembly 100 may be less than or equal to a desired planar tab thickness. Additionally and/or optionally, the planar tab may be an extension of the base 106 .
- FIGS. 4 a through 4 c show the bracket 104 in a first position 118 .
- the sensor 103 is shown prior to installation.
- the sensor 103 may include two extensions 110 , two lock tabs 112 and a sensor connector 114 .
- the bracket 104 may include a slot or slots 119 to receive the corresponding lock tabs 112 .
- the sensor housing 105 may include two segments 115 , each having an aperture 116 to receive the extensions 110 and facilitate attachment of the sensor 103 to the housing 105 .
- a lock mechanism may include a pin 113 with a spring to bias the housing 105 toward the base 106 . The bias may provide for controlled and/or selective rotation of the housing 105 when the sensor 103 is installed to the housing 105 as further described below.
- the housing may also include more than two segments 115 .
- three segments 115 may reduce a number of options available to a user for installing the sensor 103 to the housing 105 .
- Three segments 115 may provide only one option for mounting the sensor 103 to the housing 105 so there is less opportunity for user error during installation/assembly operations. Further, the use of three segments 115 may prevent incorrect mounting altogether. Additional segments 115 may also increase structural integrity of the sensor assembly 100 .
- the two segments 115 and apertures 116 may be configured such that the sensor 103 attaches to the housing 105 with the sensor connector 114 facing a wall 117 .
- the wall 117 may include an arc-profile and may be positioned proximate to the sensor connector 114 to prevent mating access by another connector, such as a wire harness connector. Preventing mating access may be desirable if a concern exists with regard to proper installation of the sensor 103 to the housing 105 .
- the environment surrounding the sensor assembly 100 may be such that improper installation of the sensor assembly 103 interferes with a position designated for another component. Or improper installation may interfere with a subsequent operation in an assembly setting.
- the sensor 103 is shown installed to the housing 105 and in the first position 118 in FIG. 5 a . While the first position 118 is shown in a vertical orientation, multiple orientations may be available.
- FIG. 5 b shows a side view of the bracket 104 prior to installation of the sensor 103 to the housing 105 .
- FIG. 5 c shows a side view of the sensor 103 installed on the bracket 104 .
- the two lock tabs 112 act against the bias of the pin 113 to pull the housing 105 away from the base 106 to assist in facilitating rotation of the housing 105 .
- the lock tabs 112 may extend from the sensor 103 for positioning within the slots 119 .
- the location of the slots 119 may vary. The positioning of the slots 119 , however, may preferably be such that the sensor connector 114 is accessible for mating in the second position 120 .
- FIGS. 6 a and 6 b show the second position 120 approximately 90 degrees from the first position 118 , though alternative positioning relationships may be available.
- FIG. 7 shows an illustrative configuration for a group of sensor assemblies 100 .
- Each sensor assembly 100 may be positioned in an area and/or zone on a vehicle fascia where an impact is most likely to occur and/or most often occurs.
- a corresponding number of wire harnesses may connect to the sensors 102 when in the second position 120 to receive information obtained by the sensors 102 . This information may then be transmitted to, for example, a controller.
- FIGS. 8 a through 10 b show another illustrative sensor assembly 200 positioned on a bumper cover 202 for a bumper beam of an automotive vehicle.
- the sensor assembly 200 may include a sensor 203 and a bracket 204 .
- An example of the sensor 203 may include an acceleration sensor or a park aid sensor as described above.
- pressure sensors may be another example of the sensor 203 .
- the bracket may define a key hole 205 and a base 206 .
- a planar tab (not shown) may be embedded into the base 206 and may be bonded to a fascia B-surface 208 of the bumper cover 202 .
- Two examples of bonding methods may include ultrasonic welding and adhesive bonding.
- the planar tab may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld.
- An ultrasonic weld of the planar tab with a thickness above three millimeters may result in a dimple or other deformation to an A-surface 207 of the bumper cover 202 .
- An ultrasonic weld of the planar tab with a thickness below one millimeter may not be strong enough to hold the sensor assembly 200 to the B-surface 208 .
- the planar tab may be, without limitation, a plastic strip or a material the same as a material used for the bumper cover 202 .
- the distance between the B-surface 208 and sensor assembly 200 may be less than or equal to a desired planar tab thickness. Additionally and/or optionally, the planar tab may be an extension of the base 206 .
- the sensor 203 may include a key 210 , one or more apertures 211 , a lock tab 212 , a prevention clip 213 , and a sensor connector 214 .
- the key 210 may extend from the sensor 203 and be configured to mate with the key hole 205 further described below.
- the prevention clip 213 may selectively rotate and include one or more nubs 215 and an arm 217 .
- the arm 217 may be referred to as an extension or wall.
- the bracket 204 may define a tab slot 219 to receive the corresponding lock tab 212 and may define an arm slot 220 to receive a portion of the arm 217 .
- the aperture(s) 211 may be defined by the sensor and may receive nub(s) 215 to hold the prevention clip 213 in a position proximate with the connector 214 such that the arm 217 may prevent access to the connector 214 . Applying an appropriate rotational force to the sensor 203 and prevention clip 213 may disengage the nub(s) 215 from the aperture(s) 211 .
- the sensor 203 may be in a first position 230 in which the key 210 is partially inserted into the key hole 205 and the arm 217 is partially inserted into the arm slot 220 .
- the arm 217 may prevent mating access to the connector 214 by another connector, such as a wire harness connector. Preventing mating access may be desirable if a concern exists with regard to proper installation of the sensor 203 to the bracket 204 .
- the environment surrounding the sensor assembly 200 may be such that improper installation of the sensor assembly 200 interferes with a position designated for another component. Or, improper installation may interfere with a subsequent operation in an assembly setting.
- the sensor 203 is shown installed to the bracket 204 and in the first position 230 in FIG. 9 a . While the first position 230 is shown in a vertical orientation, multiple orientations may be available.
- the sensor 203 may rotate to a second position 232 .
- rotating the sensor 203 may direct the nub 215 to disengage from the aperture 211 while the arm 217 may remain in the arm slot 220 .
- the key 210 and key hole 205 may be in registration such that the key 210 may fully mate with the key hole 205 in the second position 232 .
- the key 210 may be rotatably attached to the sensor 203 to facilitate sensor rotation between the first position 230 and the second position 232 .
- the lock tab 212 When aligned, the lock tab 212 may mate with the tab slot 219 , and the key 210 and arm 217 may fully insert and mate with the key hole 205 and arm slot 220 , respectively.
- the location of the tab slot 219 may vary.
- the positioning of the slot 219 may preferably be such that the sensor connector 214 is accessible for mating in the second position 232 .
- the sensor connector 214 is clear of the arm 217 to provide access by another connector such as a wire harness.
- FIGS. 10 a and 10 b show the second position 232 approximately 30 degrees from the first position 230 , though alternative positioning relationships may be available.
- the lock tab 212 , arm 217 and key 210 may hold the sensor 203 in the second position by mating with the tab slot 219 , arm slot 220 and key hole 205 , respectively.
Abstract
Description
- This application is a continuation-in-part of application Ser. No. 13/916,118, filed Jun. 12, 2013, the disclosure of which is hereby incorporated in its entirety by reference herein.
- This disclosure relates to the attachment of sensors to vehicle components.
- Automotive vehicles use environment awareness to improve vehicle performance and vehicle safety features. Consumer appetites and automotive regulations may push demand for environment awareness improvements. Vehicle structures may operate with sensor systems to obtain information on a surrounding environment and direct corresponding vehicle responses. On-board vehicle systems may obtain different types of information from different locations on the vehicle. These vehicle systems may include sensors and sensor systems to assist in obtaining the information. A position and/or location of these sensors on-vehicle typically play a role in the operation of the sensor and sensor systems. Additionally, these sensor systems may be designed to facilitate efficient installation and/or assembly processes.
- A vehicle includes a bumper beam, a bumper cover having inner and outer surfaces and an impact sensor assembly attached to, without mechanically fastening, the inner surface. The sensor assembly includes a housing, an acceleration sensor disposed within the housing, and a planar tab ultrasonically welded to the inner surface. The planar tab has a thickness such that when ultrasonically welded to the inner surface, the planar tab does not cause deformation of the outer surface proximate to the planar tab. The housing is spaced away from the inner surface a distance no greater than the thickness of the planar tab and the assembly is arranged such that the distance between the bumper beam and the assembly is at least seventy millimeters. The housing may be configured to selectively rotate from a first position to a second position and include a wall to prevent mating access in the first position. The sensor may be accessible for mating in the second position. The sensor assembly may include a lock mechanism configured to hold the housing in the first position. Attaching the sensor to the housing may release the hold such that the housing may rotate to the second position. The sensor may include a lock tab configured to mate with a slot of the sensor assembly when the housing is in the second position. The sensor assembly may include a pin having a bias to selectively hold the housing in the first position until the sensor is attached. The planar tab may be made of a material that is the same as a material of the bumper cover. The planar tab may be between one and three millimeters thick.
- A vehicle fascia assembly includes a bumper beam, a bumper cover having an inner surface and a sensor assembly disposed between the bumper beam and bumper cover. The sensor assembly includes a planar tab bonded to the inner surface, a housing configured to rotate from a first position to a second position, a sensor with a connector, and a wall proximate to the connector. The wall is configured to prevent mating access to the connector in the first position. In the second position the connector is accessible for mating. The vehicle fascia assembly may include a pin configured to bias the housing toward the bumper cover and selectively hold the housing in the first position until the sensor is attached to the housing. The sensor may include a lock tab to pull the housing away from the bumper cover when the sensor is installed onto the housing such that the housing and sensor may rotate to the second position. The sensor assembly may include a slot to mate with the lock tab when the housing is in the second position. The planar tab may be embedded within the housing and be between one and three millimeters thick.
- A vehicle includes a bumper beam, a bumper cover having an inner surface, a sensor, a lock mechanism, and a wall. The bracket is disposed between the bumper beam and bumper cover and includes a base bonded to the inner surface and a housing configured to rotate from a first position to a second position. The sensor is configured to attach to the housing and includes a connector. The lock mechanism is configured to hold the bracket in the first position and to release the hold when the sensor attaches to the housing. The wall is proximate to the connector and configured to prevent mating access to the connector in the first position. In the second position, the connector clears the wall and is accessible for mating by another connector. The assembly may be arranged such that a minimum distance between the bumper beam and the assembly is at least seventy millimeters. The sensor may include a lock tab configured to mate with a slot of the bracket when the housing is in the second position. The bracket may include a pin having a bias to selectively hold the housing in the first position until the sensor is attached to the housing. The bracket may include a planar tab ultrasonically welded to the inner surface. The planar tab may be between one and three millimeters thick. The planar tab may be of a material that is the same as a material of the bumper cover.
- A vehicle includes a bumper beam and a bumper cover including an inner surface. A bracket is disposed between the bumper beam and bumper cover. The bracket defines a base bonded to the inner surface and a key hole. A sensor includes a key, a connector and a clip, the key is configured to mate with the key hole, and the sensor is configured to selectively rotate between a first and second position. The clip is configured to prevent mating access to the connector when the sensor is in the first position but not in the second position. The clip may include an arm and a nub. The sensor may define an aperture. The nub may be configured to engage the aperture to orient the clip such that the arm is proximate to the connector and prevents mating access thereto. The nub may be further configured such that the nub disengages from the aperture in response to application of opposing rotational forces to the sensor and clip. The bracket may further define an arm slot. The arm may be configured to mate with the arm slot when the sensor is in the first and second positions. The bracket may further define a tab slot to receive a lock tab of the sensor configured to mate with the tab slot when the sensor is in the second position. The bracket may further define a planar tab ultrasonically welded to the inner surface. A thickness of the planar tab may be between one and three millimeters. A material of the planar tab may be the same material of the bumper cover
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FIG. 1 is a side view, in cross-section, of a sensor assembly attached to a bumper cover via a stud, nut and bracket. -
FIG. 2 is a perspective view of a sensor assembly mechanically fastened to a bumper cover via a stud, nut and bracket. -
FIG. 3 is a side view, in cross-section, of a sensor assembly attached to a bumper cover. -
FIG. 4 a is a perspective view of a bracket attached to a bumper cover and a sensor. -
FIG. 4 b is a front view of the bracket fromFIG. 4 a. -
FIG. 4 c is a side view of the bracket fromFIG. 4 a. -
FIG. 4 d is a side view of the sensor fromFIG. 4 a. -
FIG. 4 e is a perspective view of a housing for a bracket. -
FIG. 5 a is a perspective view of a first position of a sensor assembly including the bracket and sensor fromFIG. 4 a. -
FIG. 5 b is a side view of the bracket fromFIG. 5 a. -
FIG. 5 c is a side view of the bracket fromFIG. 5 a and a sensor installed onto the bracket. -
FIG. 6 a is perspective view of the sensor assembly fromFIG. 5 a in a second position. -
FIG. 6 b is a side view, in cross-section, of the sensor assembly fromFIG. 6 a. -
FIG. 7 is a rear view of three sensor assemblies attached to a bumper cover. -
FIG. 8 a is a perspective view of a sensor assembly. -
FIG. 8 b is a side view of the sensor fromFIG. 8 a. -
FIG. 8 c is a perspective view of a clip of the sensor fromFIG. 8 a. -
FIG. 9 a is a perspective view of a sensor assembly in a first position. -
FIG. 9 b is a front view ofFIG. 9 b. -
FIG. 10 a is a perspective view of a sensor assembly in a second position. -
FIG. 10 b is a front view ofFIG. 10 a. - Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.
- Automotive vehicles include multiple safety features to assist in protecting vehicle occupants, the vehicle itself and surrounding objects. Structural safety features may be coupled with sensor systems to warn and/or alert a driver under certain circumstances, such as when the vehicle nears an object. One example of a sensor system is a vehicle parking aid system which may include a sensor to detect objects and a capability to sound an alert in response to object detection. As such, the parking aid system may alert the driver if, for example, the vehicle is nearing an object when backing into a parking space.
- Another example of a sensor system is a pedestrian protection system to provide protection for pedestrians and/or to reduce pedestrian injury resulting from an impact with the vehicle. This type of sensor system may detect an object upon impact and activate a vehicle response. Certain sensors, such as impact sensors, may further determine the type of object impacting the vehicle and send a corresponding signal to a safety system to activate the vehicle response. The locations, positions and method of mounting these sensors often coincide with proximate vehicle structural features to provide desired performance.
- For example, impact sensors may be positioned in an area between a vehicle's fascia and a vehicle's bumper beam. A bumper cover portion of the vehicle's fascia is one example of this type of area. Vehicle fascias typically include an A-surface and a B-surface. The A-surface and/or outer surface is a portion of the fascia facing “outward” and/or facing “off vehicle” (the surface typically seen by pedestrians and other motorists). The B-surface and/or inner surface is a portion of the fascia facing “inward” (the surface typically not seen by pedestrians and other motorists.) The B-surface of a bumper cover typically faces the bumper beam and/or an energy absorber. Current automotive applications for securing and/or positioning a sensor assembly at or near a fascia B-surface utilize a plastic assembly with a weld stud attached thereto. The plastic assembly is typically heat staked or welded to the B-surface. The sensor is then mechanically attached to the weld stud with a nut. The stud, however, is a hard point of contact extending toward the bumper beam which may be undesirable as described below.
- Referring now to
FIG. 1 , animpact sensor assembly 2 is attached to a vehicle bumper cover 4 as known in the art. Thesensor assembly 2 is mounted to a B-surface 8 of the bumper cover 4. Thesensor assembly 2 includes aplastic bracket 10 with astud 12 and anut 11 to facilitate mounting animpact sensor 14 to the B-surface 8.Dimension 18 is a distance between anend 20 of thestud 12 and abumper beam 6 within anarea 21. Theend 20 is an example of hard point of contact. Automotive safety standards may provide guidance on appropriate minimum distances between a hard point of contact and a bumper beam or a sensor assembly and the bumper beam, referred to herein as a crush distance. Automotive manufacturers may also have internal standards relating to the crush distance. - For example, an impact at or near the
sensor assembly 2 on bumper cover 4 may direct thestud 12 andnut 11 toward thebumper beam 6. If theend 20 bottoms out against thebumper beam 6, thesensor 14 may cease operation due to damage and/or destruction. In terms of sensor performance, an impact where the crush distance is too small may render thesensor 14 inoperable prior to completion of its tasks. In contrast, a larger crush distance may provide more time for thesensor 14 to operate following an impact. Therefore, it may be desirable to minimize and/or eliminate elements of sensor assemblies within thearea 21 to maximize the crush distance. For example, a horizontal dimension of theplastic bracket 10 may contribute to a shorter crush distance since thenut 11 andstud 12 are needed to mechanically fasten thesensor 14 to the bumper cover 4. Additional safety requirements, such as a preferred number ofstud 12 threads clearing thenut 11, may also contribute to a shorter crush distance. Eliminating theplastic bracket 10,nut 11 andstud 12 may result in a larger crush distance and one less hard contact point in thearea 21. - Now referring to
FIG. 2 , asensor assembly 50 is attached to avehicle fascia 51 as known in the art. Similar tosensor assembly 2, thesensor assembly 50 is mechanically attached to abracket 52 via astud 54, anut 55 and abushing 56. Thebracket 52 is attached to a fascia B-surface 57 and thestud 54 extends toward a bumper beam (not shown). As withsensor assembly 2, a bracket, stud and nut combination such asbracket 52,stud 54 andnut 55 may influence a shorter and less desirable crush distance. - In addition to crush distance, a capability to detect a pedestrian at impact may be improved and/or increased when an impact sensor is at or near the leading edge of the vehicle, such as the vehicle's front or rear bumper cover (depending on the direction of vehicle movement). Typically, the leading edge of a vehicle comprises a fascia made up of a material which may be thin and include aesthetic design concerns. The aesthetic design concerns may limit and/or prevent usage of conventional fasteners which require piercing the front fascia, or fasteners which may deform the A-surface corresponding to the attachment location. The design constraints, performance requirements and aesthetic concerns mentioned above create multiple challenges for mounting sensors, such as pedestrian protection sensors, to a desired B-surface of a vehicle bumper cover and/or fascia.
-
FIG. 3 shows anillustrative sensor assembly 60 positioned on a bumper cover or fascia of an automotive vehicle. Thesensor assembly 60 may include asensor 62, asensor housing 64 and aplanar tab 66. Examples of asensor 62 include but are not limited to acceleration sensors and/or pressure sensors. Thetab 66 may be embedded into thesensor assembly 62 and may further be bonded to a fascia B-surface 68 of afascia bumper cover 70. Two examples of bonding methods may include ultrasonic welding and adhesive bonding. Thetab 66 may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld. An ultrasonic weld utilizing thetab 66 with a thickness above three millimeters may result in a dimple or other deformation to an A-surface 72 of thebumper cover 70. An ultrasonic weld utilizing thetab 66 with a thickness below one millimeter may not be strong enough to hold thesensor assembly 60 to the B-surface 68. Thetab 66 may be, without limitation, a plastic strip or a material the same as a material used for the corresponding bumper cover. The distance between the B-surface 68 andsensor assembly 60 may be less than or equal to a desiredtab 66 thickness. Additionally and/or optionally, thetab 66 may be an extension of thesensor housing 64. - As such and in contrast to the sensor assemblies in
FIGS. 1 and 2 , thesensor assembly 60 may be positioned substantially on the B-surface 68 without mechanical fasteners, such as a stud, thereby minimizing the fore-aft space occupied by thesensor assembly 60 and resulting in a greater crush distance shown asdimension 75. This configuration forsensor assembly 60 may further minimize the number of vehicle components and/or elements within anarea 78. A preferred length fordimension 75 may be equal to or greater than seventy millimeters, though the length ofdimension 75 may vary in accordance with thesensor assembly 60 thickness andtab 66 thickness. Each additional unit of measure added to the crush distance, in thiscase dimension 75, may provide additional pedestrian safety benefits. More space between thebumper beam 76 and an exemplary point of impact at thebumper cover 70 may provide, for example and without limitation, (i) more time for a vehicle safety system to receive, process and respond to a detection signal fromsensor 60 following impact; and (ii) a larger cavity and/or space, such asarea 78, to operate as a crumple zone to assist in reducing injury to the pedestrian following impact. - The
sensor assembly 60 may further provide advantages with regard to operator assembly in a line and/or sub-assembly environment. Examples of bracket mounting methods at present may include snapping, adhering and welding to a vehicle fascia. Some sensors, such as parking aid sensors, may require a hole or holes in the fascia to attach the sensor bracket(s) either before or after the fascias are painted. Other sensors, such as those used in pedestrian sensing systems, may not require a hole through a fascia but may include multiple other steps for both assembly and attachment. Thesensor assembly 60 may provide cost savings by reducing the number of operator steps involved in mounting sensor assemblies to vehicle bumper covers. - The
sensor assembly 60 bonding location on the B-surface 68 may also influence performance of a pedestrian protection system. For example, a desired functionality of thesensor 62 may be to identify and/or determine a type of object at impact. Object characteristics, such as but not limited to density and weight, may vary between different types of objects and influence the effect of the impact. (A vehicle to tree collision, for example, may have a different impact effect on a vehicle than a vehicle to pedestrian collision.) A sensor system safety feature with a capability to identify and/or determine the type of object at impact and activate a response based on the determining may assist in reducing damage to the vehicle and/or object. The sensor system safety feature may determine that a density of an object at impact is below a predetermined threshold and as such, activate the vehicle response to reduce the vehicle force impacting the object. - For example, if a vehicle to pedestrian impact is at the
bumper cover 70 of a vehicle and the system safety feature receives a detection signal fromsensor 62 indicating the pedestrian has a density below or above a predetermined threshold, the safety feature may direct the vehicle's hood to “pop,” or may direct deployment of an energy absorbing hood panel to reduce an amount of force transferred from the vehicle to the pedestrian. This effect is similar to a crumple-zone and may be increasingly effective with greater crush distances. It may therefore be advantageous to position thesensor 62 and/orsensor assembly 60 at or near a potential impact zone on a vehicle to promote detection upon impact. -
FIGS. 4 a through 7 show anillustrative sensor assembly 100 positioned on abumper cover 102 for an automotive vehicle. Thesensor assembly 100 may include asensor 103 and abracket 104 with ahousing 105 and abase 106. An example of asensor 103 may include an acceleration sensor or a park aid sensor as described above. In certain applications, pressure sensors may be another example of asensor 103. A planar tab (not shown) may be embedded into thebase 106 and may be bonded to a fascia B-surface 108 of thebumper cover 102. Two examples of bonding methods may include ultrasonic welding and adhesive bonding. The planar tab may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld. An ultrasonic weld of the planar tab with a thickness above three millimeters may result in a dimple or other deformation to anA-surface 107 of thebumper cover 102. An ultrasonic weld of the planar tab with a thickness below one millimeter may not be strong enough to hold thesensor assembly 100 to the B-surface 108. The planar tab may be, without limitation, a plastic strip or a material the same as a material used for thebumper cover 102. The distance between the B-surface 108 andsensor assembly 100 may be less than or equal to a desired planar tab thickness. Additionally and/or optionally, the planar tab may be an extension of thebase 106. -
FIGS. 4 a through 4 c show thebracket 104 in afirst position 118. Thesensor 103 is shown prior to installation. Thesensor 103 may include twoextensions 110, twolock tabs 112 and asensor connector 114. Thebracket 104 may include a slot orslots 119 to receive thecorresponding lock tabs 112. Thesensor housing 105 may include twosegments 115, each having anaperture 116 to receive theextensions 110 and facilitate attachment of thesensor 103 to thehousing 105. A lock mechanism may include apin 113 with a spring to bias thehousing 105 toward thebase 106. The bias may provide for controlled and/or selective rotation of thehousing 105 when thesensor 103 is installed to thehousing 105 as further described below. The housing may also include more than twosegments 115. - For example and now referring to
FIG. 4 e, threesegments 115 may reduce a number of options available to a user for installing thesensor 103 to thehousing 105. Threesegments 115 may provide only one option for mounting thesensor 103 to thehousing 105 so there is less opportunity for user error during installation/assembly operations. Further, the use of threesegments 115 may prevent incorrect mounting altogether.Additional segments 115 may also increase structural integrity of thesensor assembly 100. - Referring now to
FIG. 5 a, the twosegments 115 andapertures 116 may be configured such that thesensor 103 attaches to thehousing 105 with thesensor connector 114 facing awall 117. Thewall 117 may include an arc-profile and may be positioned proximate to thesensor connector 114 to prevent mating access by another connector, such as a wire harness connector. Preventing mating access may be desirable if a concern exists with regard to proper installation of thesensor 103 to thehousing 105. For example, the environment surrounding thesensor assembly 100 may be such that improper installation of thesensor assembly 103 interferes with a position designated for another component. Or improper installation may interfere with a subsequent operation in an assembly setting. Thesensor 103 is shown installed to thehousing 105 and in thefirst position 118 inFIG. 5 a. While thefirst position 118 is shown in a vertical orientation, multiple orientations may be available. -
FIG. 5 b shows a side view of thebracket 104 prior to installation of thesensor 103 to thehousing 105.FIG. 5 c shows a side view of thesensor 103 installed on thebracket 104. As the twoextensions 110 mate with theapertures 116, the twolock tabs 112 act against the bias of thepin 113 to pull thehousing 105 away from the base 106 to assist in facilitating rotation of thehousing 105. For example, inFIGS. 6 a and 6 b thelock tabs 112 may extend from thesensor 103 for positioning within theslots 119. The location of theslots 119 may vary. The positioning of theslots 119, however, may preferably be such that thesensor connector 114 is accessible for mating in thesecond position 120. Rotating thehousing 105 andsensor 103 to thesecond position 120 may align and mate thelock tabs 112 andslots 119. This mating in combination withbiased pin 113 may hold thehousing 105 andsensor 103 in thesecond position 120. Here, thesensor connector 114 is clear of thewall 117 to provide mating access by another connector such as a wire harness.FIGS. 6 a and 6 b show thesecond position 120 approximately 90 degrees from thefirst position 118, though alternative positioning relationships may be available. - Further, utilizing
multiple sensor assemblies 100 may also improve and/or increase the capability to detect an object at impact.FIG. 7 shows an illustrative configuration for a group ofsensor assemblies 100. Eachsensor assembly 100 may be positioned in an area and/or zone on a vehicle fascia where an impact is most likely to occur and/or most often occurs. A corresponding number of wire harnesses may connect to thesensors 102 when in thesecond position 120 to receive information obtained by thesensors 102. This information may then be transmitted to, for example, a controller. -
FIGS. 8 a through 10 b show anotherillustrative sensor assembly 200 positioned on abumper cover 202 for a bumper beam of an automotive vehicle. Thesensor assembly 200 may include asensor 203 and abracket 204. An example of thesensor 203 may include an acceleration sensor or a park aid sensor as described above. In certain applications, pressure sensors may be another example of thesensor 203. The bracket may define akey hole 205 and abase 206. A planar tab (not shown) may be embedded into thebase 206 and may be bonded to a fascia B-surface 208 of thebumper cover 202. Two examples of bonding methods may include ultrasonic welding and adhesive bonding. The planar tab may preferably have a thickness between one and three millimeters to facilitate a desired ultrasonic weld. An ultrasonic weld of the planar tab with a thickness above three millimeters may result in a dimple or other deformation to anA-surface 207 of thebumper cover 202. An ultrasonic weld of the planar tab with a thickness below one millimeter may not be strong enough to hold thesensor assembly 200 to the B-surface 208. The planar tab may be, without limitation, a plastic strip or a material the same as a material used for thebumper cover 202. The distance between the B-surface 208 andsensor assembly 200 may be less than or equal to a desired planar tab thickness. Additionally and/or optionally, the planar tab may be an extension of thebase 206. - Now referring to
FIGS. 8 a through 8 c, thesensor 203 may include a key 210, one ormore apertures 211, alock tab 212, aprevention clip 213, and asensor connector 214. The key 210 may extend from thesensor 203 and be configured to mate with thekey hole 205 further described below. Theprevention clip 213 may selectively rotate and include one ormore nubs 215 and anarm 217. Thearm 217 may be referred to as an extension or wall. Thebracket 204 may define atab slot 219 to receive thecorresponding lock tab 212 and may define anarm slot 220 to receive a portion of thearm 217. The aperture(s) 211 may be defined by the sensor and may receive nub(s) 215 to hold theprevention clip 213 in a position proximate with theconnector 214 such that thearm 217 may prevent access to theconnector 214. Applying an appropriate rotational force to thesensor 203 andprevention clip 213 may disengage the nub(s) 215 from the aperture(s) 211. - Referring now to
FIGS. 9 a and 9 b, thesensor 203 may be in afirst position 230 in which the key 210 is partially inserted into thekey hole 205 and thearm 217 is partially inserted into thearm slot 220. As described above, thearm 217 may prevent mating access to theconnector 214 by another connector, such as a wire harness connector. Preventing mating access may be desirable if a concern exists with regard to proper installation of thesensor 203 to thebracket 204. For example, the environment surrounding thesensor assembly 200 may be such that improper installation of thesensor assembly 200 interferes with a position designated for another component. Or, improper installation may interfere with a subsequent operation in an assembly setting. Thesensor 203 is shown installed to thebracket 204 and in thefirst position 230 inFIG. 9 a. While thefirst position 230 is shown in a vertical orientation, multiple orientations may be available. - Once the rotational force has been applied to the
sensor 203 andprevention clip 213 to disengage thenub 215, thesensor 203 may rotate to asecond position 232. For example and now referring toFIGS. 10 a and 10 b, rotating thesensor 203 may direct thenub 215 to disengage from theaperture 211 while thearm 217 may remain in thearm slot 220. The key 210 andkey hole 205 may be in registration such that the key 210 may fully mate with thekey hole 205 in thesecond position 232. In this example, the key 210 may be rotatably attached to thesensor 203 to facilitate sensor rotation between thefirst position 230 and thesecond position 232. When aligned, thelock tab 212 may mate with thetab slot 219, and the key 210 andarm 217 may fully insert and mate with thekey hole 205 andarm slot 220, respectively. The location of thetab slot 219 may vary. The positioning of theslot 219, however, may preferably be such that thesensor connector 214 is accessible for mating in thesecond position 232. Here, thesensor connector 214 is clear of thearm 217 to provide access by another connector such as a wire harness.FIGS. 10 a and 10 b show thesecond position 232 approximately 30 degrees from thefirst position 230, though alternative positioning relationships may be available. As such, thelock tab 212,arm 217 and key 210 may hold thesensor 203 in the second position by mating with thetab slot 219,arm slot 220 andkey hole 205, respectively. - While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes can include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.
Claims (21)
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CN201410042173.XA CN104512364B (en) | 2013-10-07 | 2014-01-28 | Bonding and rotatable vehicle sensors assembly |
DE102014201748.3A DE102014201748B4 (en) | 2013-10-07 | 2014-01-31 | Vehicle and trim assembly |
RU2014103523/11U RU147025U1 (en) | 2013-10-07 | 2014-02-03 | CAR VEHICLE ELEMENT WITH SHOCK SENSOR |
US14/532,525 US9139148B2 (en) | 2013-06-12 | 2014-11-04 | Bonded and rotatable vehicle sensor assembly |
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US14/047,153 US8910986B1 (en) | 2013-06-12 | 2013-10-07 | Bonded and rotatable vehicle sensor assembly |
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JP6863209B2 (en) * | 2017-09-29 | 2021-04-21 | トヨタ自動車株式会社 | Sensor protector and vehicle equipped with it |
US10955268B2 (en) * | 2018-08-20 | 2021-03-23 | Ford Global Technologies, Llc | Methods and apparatus to facilitate active protection of peripheral sensors |
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US20150097385A1 (en) | 2015-04-09 |
US8910986B1 (en) | 2014-12-16 |
US9139148B2 (en) | 2015-09-22 |
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