WO1997017236A1 - Systeme d'airbag pour vehicule - Google Patents

Systeme d'airbag pour vehicule Download PDF

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Publication number
WO1997017236A1
WO1997017236A1 PCT/DE1996/002052 DE9602052W WO9717236A1 WO 1997017236 A1 WO1997017236 A1 WO 1997017236A1 DE 9602052 W DE9602052 W DE 9602052W WO 9717236 A1 WO9717236 A1 WO 9717236A1
Authority
WO
WIPO (PCT)
Prior art keywords
airbag
airbag module
control unit
vehicle
control device
Prior art date
Application number
PCT/DE1996/002052
Other languages
German (de)
English (en)
Inventor
Bernhard Mattes
Ian Faye
Werner Weber
Original Assignee
Robert Bosch Gmbh
Morton International, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh, Morton International, Inc. filed Critical Robert Bosch Gmbh
Publication of WO1997017236A1 publication Critical patent/WO1997017236A1/fr

Links

Classifications

    • 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
    • B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/0153—Passenger detection systems using field detection presence sensors
    • B60R21/01532—Passenger detection systems using field detection presence sensors using electric or capacitive field sensors
    • 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
    • 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
    • B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01516—Passenger detection systems using force or pressure sensing means
    • B60R21/01526—Passenger detection systems using force or pressure sensing means using piezoelectric elements
    • 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
    • B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01544—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment
    • B60R21/01546—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment using belt buckle sensors
    • G—PHYSICS
    • G08—SIGNALLING
    • G08C—TRANSMISSION SYSTEMS FOR MEASURED VALUES, CONTROL OR SIMILAR SIGNALS
    • G08C17/00—Arrangements for transmitting signals characterised by the use of a wireless electrical link
    • G08C17/02—Arrangements for transmitting signals characterised by the use of a wireless electrical link using a radio link
    • 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
    • B60R2021/0104—Communication circuits for data transmission
    • B60R2021/01081—Transmission medium
    • B60R2021/01088—Transmission medium wireless

Definitions

  • the present invention relates to an airbag safety system for a motor vehicle, in particular to an airbag system with an electronic control unit for controlling the inflation process of an airbag.
  • Airbag systems of this type include at least one sensor sensitive to vehicle accelerations, an electronic control unit for evaluating the signals from the sensor and the control of restraint devices, and at least one restraint device, preferably in the form of an airbag module and / or a belt tensioner.
  • the acceleration-sensitive sensor detects acceleration values of the vehicle and passes them on to the electronic control unit, which evaluates these output signals from the acceleration sensor.
  • the control unit controls the restraint means provided for protecting the vehicle occupants, such as airbags and / or belt tensioners, so that they can protect the vehicle occupants.
  • An airbag system for a motor vehicle is also known from US Pat. No. 5,411,289, in which a plurality of restraint means is provided in the form of airbag modules. At least one airbag module is provided for the driver and the front passenger of the motor vehicle. In recent times, developments have emerged which aim to further increase the number of restraint devices. So will not be for new vehicle generations only airbag modules for the driver and front passenger, but also side airbag modules for these people. It is also planned to protect the other vehicle occupants with airbag modules.
  • Claim 1 offers in particular the advantage of lower costs when installing the airbag system in a vehicle. It is based on the knowledge that the line connections, in particular those between the centrally arranged control unit and the remote ones Airbag modules, which are necessary for their energy supply and for signal transmission, represent a considerable cost factor. This applies in particular with an increasing number of airbag modules arranged in the vehicle. By omitting the wired line connections, considerable cost factor.
  • a wireless connection between the control device and a plurality of restraint devices is particularly advantageously represented as a radio connection, the frequency range of which is between approximately 50 kilohertz and 150 kilohertz, in particular between approximately 100 kilohertz and 140 kilohertz.
  • control unit and each airbag module comprise a transmission and reception stage, which enable a radio connection between the control unit and restraint means by means of frequency modulation and as a duplex operation.
  • the frequency modulation used guarantees a high degree of freedom from interference, while duplex operation enables a two-way exchange of information between the control unit and the airbag modules.
  • the transmission power of each transmission stage is expediently between approximately 500 milliwatts and 1500 milliwatts, in particular between approximately 700 and 900 milliwatts. Because the energy required for the operation of the airbag module is also transmitted via the radio path between the control device and the airbag modules, an energy line to the airbag modules can advantageously also be saved. A high operational readiness of the airbag system is ensured in particular in that the communication time between the
  • Control unit and the respective airbag module is divided into a time interval in which energy is transmitted to the airbag module over the radio path and in a further time interval during which signals are exchanged. It has proven particularly expedient to have a time interval between 100 and 400 microseconds, in particular between 200 and 300
  • microseconds preferably about 240 microseconds
  • the acceleration-sensitive sensors are also wirelessly coupled to the centrally located electronic control unit. This also results in the advantages already described in detail above for the connection between the sensors and the control device.
  • Another significant advantage of the airbag system according to the invention is that this system is particularly immune to the destruction that occurs, for example, as a result of an accident. If, in conventional airbag systems, the connecting lines present there are destroyed, it is no longer possible, for example, to transmit signals from the sensors to the control unit or from the control unit to a remote airbag module. In the airbag system according to the invention, the risk of destruction is significantly lower from the outset, since no line connections are laid. Even if a sensor or an airbag module should be destroyed during the accident, there is still the possibility for the other intact components of the system to continue to function. drawing
  • FIG. 1 shows a perspective view of a vehicle which comprises an airbag system according to the invention
  • FIG. 2 shows a representation of the airbag system according to FIG. 1 in the manner of a block diagram
  • FIG. 3 shows a block diagram of a centrally arranged electronic control device with a transmission and reception stage
  • FIG. 4 5 shows a block diagram of an airbag module with transmitting and receiving stage
  • FIG. 6 shows a further pulse diagram for explaining the signal
  • FIG. 1 shows a perspective view of a vehicle which comprises an airbag system 10 according to the invention.
  • the airbag system 10 comprises a plurality of airbag modules, namely at least one airbag module 100 on the driver's side and one airbag module 102 on the passenger's side.
  • An electronic control device 200 and a plurality of sensors 204, 206, 208, 210, 212, 214, 216 and 218 are shown within the vehicle.
  • the plurality of sensors preferably comprise at least one acceleration sensor 204, a driver-side temperature sensor 206, and a passenger-side temperature sensor 212, a driver-side belt switch 208, a passenger-side belt switch 214, a driver-side
  • Thermocouples or resistors with a negative temperature coefficient (NTC) can be used as temperature sensors 206 and 212.
  • NTC negative temperature coefficient
  • Belt buckle switches with resistors connected in parallel and in series for checking and error detection by means of analog signals can be used as belt switches 208 and 214.
  • Microwave distance sensor or a similar device can be used as seat position sensor 210 and 216.
  • a capacitive sensor which measures the stray capacitance between the backrest and the seat surface of the seat, can be used for the passenger-side seat occupancy sensor 218.
  • the sensor 218 can be avoided.
  • the electronic control unit 200 of the airbag system 10 is preferably arranged centrally in the interior of the vehicle, as a result of which adverse environmental conditions are avoided.
  • the control device 200 is arranged in the vicinity of the driver or alternatively in the rear part of the vehicle and preferably symmetrically (on the axis of symmetry of the vehicle). It should be noted that the actual
  • the control device 200 can comprise two acceleration sensors of a piezoelectric or a silicon-based micromechanically manufactured type 204 for measuring the deceleration that occurs in an accident.
  • the acceleration signals are processed by a microcontroller or an electronic control unit 200 in accordance with a specific calculation rule that is based on physical conditions and properties of the vehicle.
  • An energy source and reserve 202 connected to controller 200 includes, for example, a 12 battery
  • a plurality of power output stages 220, 222 and 224 is connected to the electronic control unit 200 and is capable of supplying the energy required for triggering commercially available squibs or gas generators, for example the energy required for 4 mJ, 14 mJ or 36 mJ .
  • a monitoring circuit assigned to the power output stages 220, 222 and 224 monitors those that occur
  • Error states of the power output stages and the subsequent failure of gas generation stages 226, 228, 230 and 232 by checking them for agreement with predeterminable normal operating values. Any error message regarding non-compliance with predeterminable normal operating values is displayed to the driver by means of a warning lamp which is connected to the output connection of the power output stage and the monitoring circuit 224.
  • a specific fault identification can be obtained digitally from the microcontroller or the electronic control unit 200.
  • the airbag system 10 uses input signals to recognize the severity of the accident, the temperature, the presence of vehicle occupants, the seating position of vehicle occupants and the use of the seat belt and, consequently, to optimally adapt the performance of the airbag system to the given accident situation.
  • the control unit 200 carries out the signal processing of the acceleration signals together with the analysis of a large number of predefinable input signals analyze the functionality of the system and the vehicle / occupant situation.
  • the acceleration sensor 204 can be arranged within the control device 200 and consequently fulfill an integral central sensor function. It can also be arranged in the front part of the vehicle. Other
  • Input signals from control unit 200 as well as the signals from sensors 208 and 214 for the use of the seat belt by the driver and front passenger, the signals from gas generator temperature sensors 206 and 212 for driver and front passenger, are supplied to the electronic control unit from outside.
  • a multi-stage inflation function can be brought about by activating two or more gas generators 226, 228, 230, 232 simultaneously or in a staggered manner; a single gas generator capable of delivering multiple pulses can also be activated by separate means
  • the airbag module 100 also requires an electrical connection element on the driver's side in order to ensure reliable operation despite the mobility of the steering wheel
  • FIG. 3 shows a block diagram of a centrally arranged control unit 200 of the airbag system 10, the control unit 200 having a transmission and reception stage for the purpose of wireless connection with preferably a plurality of airbag modules 100, 102 shown in FIG.
  • the control device 200 initially comprises a microcomputer 31, which is connected to a sensor 204 for accelerations and processes its output signals.
  • the remaining sensors 206 to 218, which will be explained in connection with FIG. 2, will not be discussed further at this point, since they have no further significance for the essence of the invention.
  • an additional energy source 202 is provided, which also ensures the energy supply of the control unit 200 even if the vehicle battery tears off the vehicle electrical system in the event of an accident. It is preferably the
  • the control unit 200 further comprises a clock generator 33 which can be controlled by the microcomputer 31 and which in turn controls a final stage consisting of the final stage transistors 36 and 37.
  • a schematically indicated transmit / receive antenna 38 is coupled to the output of the output stage 36, 37 via a capacitor 35.
  • the control unit 200 also includes an interface circuit 30 which is connected on the one hand to the microcomputer 31 and the energy source 202 and on the other hand the Control unit 200 connects to the vehicle electrical system and possibly additional sensors (see FIG. 2).
  • the interface circuit 30 has a connection labeled " + " and "-” for connection to the corresponding poles of the vehicle batteries.
  • the connection of the interface circuit 30 labeled "La” is connected to a warning lamp 225 (see FIG. 2).
  • the further connection "A / U” is an input connection for analog signals, which are emitted, for example, by additional sensors, such as belt buckle switches, child seat switches, seat occupancy sensors.
  • the connection "K” is a
  • the block diagram according to FIG. 5 shows the exemplary embodiment of an airbag module 100, 102 with a transmission and reception stage.
  • the airbag module 100 comprises a microcomputer 50 which controls a switching stage 59, 60, 61, 62, 64.
  • the switching stage consists of the resistors 59, 60, 61, and a first switching element 62 and a second switching element 64.
  • the first switching element 62 is preferably a transistor, and the second switching element 64 is a thyristor.
  • An ignition element 63 which is operatively connected to an airbag 65, is located in the circuit of the second switching element 64.
  • the airbag module 100 further comprises a stabilizer circuit 51, which supplies a stabilized voltage for the microcomputer 50.
  • the microcomputer 50 is connected to a transmission stage comprising the transistors 53, 54, the inductor 58 and the capacitor 57.
  • the inductor 58 and the capacitor 57 are simultaneously the receiving stage, which is coupled to an input connection of the microcomputer 50 via a further capacitor 56 and a filter 52.
  • the airbag module 100 receives control signals from the control device 200 via this reception stage, on the other hand, it is transmitted via this reception stage is supplied with energy.
  • the energy supply of the airbag module 100 is first described below.
  • the energy required for the operation of the airbag module 100 is provided by the control device 200 and transmitted wirelessly to the airbag module 100.
  • a frequency must be selected as the transmission frequency that is permitted for such an application due to legal regulations.
  • this transmission frequency can preferably be around 100 kilohertz.
  • the transmission power of the transmission stage of the control device 200 is between 500 milliwatts and 1000 milliwatts, preferably around 850 milliwatts. This energy is emitted via the transmit / receive antenna 38 of the control device 200.
  • the radiation takes place, as can be seen from FIG. 6, in particular FIG. 6b, in a specific time interval T4, T5 (FIG. 6b), which lasts about 240 microseconds.
  • T4 T5
  • This time interval energy is transmitted from the control unit 200 to the airbag module 100.
  • the radiated energy is received by the receiving stage (58, 57) of the airbag module 100 as a high-frequency AC voltage.
  • the capacitor 55 is charged.
  • the means for rectification which may be a simple semiconductor diode, are not shown in the schematic block diagram according to FIG. 5.
  • the capacitor 55 has a capacitance of approximately 300 to 1000 microfarads, preferably 470 microfarads. With a charging voltage of approximately 8 volts, an energy of approximately 15 mJ can be stored in a capacitor 55 with a capacity of 470 microfarads. A charged capacitor 55 enables a certain "survival time" even if the energy transfer from it
  • Control device 200 is prevented. This occurs, for example, when the vehicle battery is torn off.
  • “Survival time” is understood to mean the period of time during which the airbag module remains functional because it is supplied with energy from the capacitor 55. 1 .
  • the signal transmission between the control unit 200 and the airbag module 100 is described. In order to be able to transmit signals in both directions, duplex operation is expediently provided. Frequency modulation is preferred for reasons of noise immunity. As can be seen from FIG. 6, for signal transmission between control unit 200 and airbag module 100, and vice versa; certain time intervals are provided, the duration of which is approximately 100 microseconds.
  • FIG. 6a shows the transmission cycle of the airbag module 100, which begins at time T1, ends at time T3 and lasts around 100 microseconds.
  • FIG. 6b also explains the transmission cycle of the control device 200.
  • the signal transmission begins at time T2, ends at time T4 and lasts for about 100
  • the airbag module 100 preferably sends out signals that identify it and confirm its operational readiness.
  • the operational readiness is checked by a diagnostic module 50a, which, as shown in FIG. 5, can also be part of the microcomputer 50.
  • the electrical resistance of the squib 63 is of particular importance for the operational readiness of the airbag module 100. In particular, this resistance is therefore detected by the diagnostic module 50a and transmitted as a signal to the control unit 200.
  • the transmission of an identification signal is particularly necessary if more than one airbag module 100 is provided in the vehicle.
  • the control device 200 must namely be able to recognize which airbag module it is communicating with.
  • the signal transmission between the control unit 200 and the airbag modules 100 relates in particular to the transmission of control signals for the deployment of the airbags 65 in the event of an accident. This is explained below with reference to FIG. 3, FIG. 4 and FIG. 5.
  • the airbag module 100 transmits identification and information after charging C55 the diagnostic state of the airbag module 100 to the control unit 200.
  • the microprocessor 50 (FIG. 5) controls the transistors 53, 54 which excite the transmission stage 57, 58.
  • the signal transmission begins at time T1, ends at time T3 and lasts approximately 100 microseconds.
  • the emitted signal is received by the transmit / receive antenna 38 (FIG. 3) of the control unit 200 and passed on via the capacitor 34 to the demodulator 32, which demodulates the received signal.
  • the demodulated signal is fed to the microcomputer 31 and evaluated there. In return, control unit 200 transmits
  • the microcomputer 31 of the control device 200 first evaluates the signal from the acceleration-sensitive sensor 204 and decides whether there is a dangerous acceleration or not. If a dangerous acceleration indicating an accident is recognized, the control unit 200 can still decide whether only the driver's airbag module 100 or the passenger's airbag module 102 should be activated. For example, the airbag module 102 of the front passenger is not activated when the front passenger seat is not occupied.
  • the pulse diagrams to be transmitted from the control unit 200 to the airbag modules 100, 102 for the above-described case designs are shown by way of example in FIG. 4.
  • the clock generator 33 of the control unit 200 which is controlled by the microcomputer 31, controls the transistors 36, 37 which excite the transmit / receive antenna 38 coupled via the capacitor 35.
  • the respective airbag module 100, 102 receives with its receiving stage 57, 58 the signals emitted by the control device 200. These are fed to the filter 52 via the capacitor 56, where they are filtered and demodulated. The further evaluation takes place with the decoder 50b, which can be part of the microcomputer 50. If a trigger signal is transmitted by the control device 200, the decoder 50b controls the switching elements 62, 64 via the resistor 60 in such a way that these are switched to be conductive. This causes current to flow through the igniter 63 causes that activates the ignition element 63. The activated ignition element 63 finally triggers the airbag 65.
  • the exemplary embodiment described so far preferably concerned an airbag system with at least one airbag module 100, 102 arranged fixedly in a vehicle.
  • the invention can also be used particularly advantageously for the protection of two-wheelers, especially motorcyclists, provided that no airbag module is arranged fixed to the vehicle.
  • an airbag module can be provided in the driver's protective helmet in order to better distribute the impact load occurring in the event of an accident to the shoulder area of the two-wheeler.
  • This airbag module is then controlled wirelessly by the control device 200 arranged fixed to the vehicle. This shows the development of a personal airbag module, since this is not connected to the vehicle, but to the protective helmet, ie a personal item of equipment for the two-wheeler.
  • the wireless communication between the control unit and the airbag module is not limited to the frequency range of the electromagnetic spectrum mentioned. It is entirely within the scope of the invention to use other suitable frequency ranges, for example microwaves or infrared radiation, for this.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Air Bags (AREA)

Abstract

Un système d'airbag pour véhicule comprend au moins un détecteur (204) sensible aux accélérations du véhicule, une unité de commande électronique (200) pour l'exploitation des signaux du détecteur et pour la commande de moyens de retenue, au moins un moyen de retenue conçu sous la forme d'un module airbag (100, 102), ainsi que des moyens de connexion, d'une part, entre le ou les détecteur(s) (204) et l'unité de commande (200) et, d'autre part, entre l'unité de commande (200) et le module airbag (100, 102). Les moyens de connexion entre l'unité de commande (200) et le module airbag (100, 102) comprennent une connexion sans fil.
PCT/DE1996/002052 1995-11-10 1996-10-29 Systeme d'airbag pour vehicule WO1997017236A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1995141998 DE19541998B4 (de) 1995-11-10 1995-11-10 Airbagsystem für ein Kraftfahrzeug
DE19541998.7 1995-11-10

Publications (1)

Publication Number Publication Date
WO1997017236A1 true WO1997017236A1 (fr) 1997-05-15

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Application Number Title Priority Date Filing Date
PCT/DE1996/002052 WO1997017236A1 (fr) 1995-11-10 1996-10-29 Systeme d'airbag pour vehicule

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WO (1) WO1997017236A1 (fr)

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EP0872401B1 (fr) 1997-04-16 2003-10-01 Volkswagen Aktiengesellschaft Colonne de direction pour dispositifs de protection des passagers et direction de sécurité
DE19731219A1 (de) * 1997-07-21 1999-01-28 Temic Bayern Chem Airbag Gmbh Zündsystem für einen pyrotechnischen Gasgenerator
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FR2796214B1 (fr) * 1999-07-06 2001-11-23 Points Lumineux Systeme de cablage pour les synoptiques et tableaux de grandes dimensions
DE10059949B4 (de) * 2000-12-02 2005-12-15 Conti Temic Microelectronic Gmbh Verfahren zum Betreiben einer elektronischen Baugruppe für ein Kraftfahrzeug
DE10148866C1 (de) * 2001-10-04 2003-02-06 Bosch Gmbh Robert Rückhaltevorrichtung für ein Fahrzeug
EP1669249A1 (fr) * 2004-12-07 2006-06-14 IEE INTERNATIONAL ELECTRONICS & ENGINEERING S.A. Système de signalisation pour ceinture de sécurité pour un véhicule
US8033571B2 (en) 2005-05-24 2011-10-11 The Invention Science Fund I, Llc Energy dissipative cushioning elements
US8179254B2 (en) 2005-05-24 2012-05-15 The Invention Science Fund I, Llc Actuatable cushioning elements
US8059000B2 (en) 2005-05-24 2011-11-15 The Invention Science Fund I, Llc Wearable/portable protection for a body
US10539941B2 (en) 2005-05-24 2020-01-21 Deep Science, Llc Energy dissipative cushioning elements
US8102258B2 (en) * 2005-05-24 2012-01-24 The Invention Science Fund I, Llc Actuatable cushioning elements
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WO2002020310A2 (fr) * 2000-09-04 2002-03-14 Merhav - A.A.P. Ltd. Systeme a declenchement automatique de protection contre les impacts
WO2002020310A3 (fr) * 2000-09-04 2003-10-23 Merhav A A P Ltd Systeme a declenchement automatique de protection contre les impacts

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