WO2001051321A1

WO2001051321A1 - Adaptive variable load limited for primary occupant safety restraint

Info

Publication number: WO2001051321A1
Application number: PCT/US2001/001061
Authority: WO
Inventors: Matthew J. Knox
Original assignee: Autoliv Asp, Inc.
Priority date: 2000-01-12
Filing date: 2001-01-12
Publication date: 2001-07-19
Also published as: DE60110150D1; AU2001230922A1; EP1159168B1; DE60110150T2; US6659505B1; EP1159168A1

Abstract

A system and device (100) for managing the restraints available for vehicle occupants that uses fluidic torque conversion to provide an adaptive variable load limiting for the primary occupant safety restraint. The fluidic torque conversion of this invention can be variably controlled through the use of an electro/mechanical flow control device. The flow control is preferably coupled to one or more sensors (101), including occupant weight, occupant position, seat position, low 'g', high 'g', and belt displacement/latching sensors. This invention is adapted to be responsive to the vehicles interior safety devices, including front air bags, side air bags, seat back pivots, head rests, collapsible steering wheel, and positioning of the dash board and/or vehicle instrumentation. This invention is a re-usable system. This invention can be applied to any rotational, pivotal or telescoping safety mechanism or device and by using hydro load limiting and energy absorbing management contributes to reduced occupant chest, back, neck or leg injuries as a result of a vehicle impact event.

Description

ADAPTIVE VARIABLE LOAD LIMITED FOR PRIMARY OCCUPANT SAFETY RESTRAINT Background of the Invention Field of the Invention. This invention relates to vehicle occupant restraints. More specifically this invention relates to the load management of vehicle safety related devices, including seat back pivots, seat positioning slides, seat belt buckles, seat belt retractors collapsible steering columns and head rests. Description of Related Art. A variety of vehicle safety systems employing some form of load management or load limiting are well known in the prior art, however, most such load management systems or devices provide only static load management. That is, such systems or devices are designed to be effective for a specific impact force and a specific load. These systems are also designed only for particular restraints. Such systems are difficult to adapt to alternative restraint devices, thereby adversely affecting the restraint performance. For general background material, the reader is directed to the following United States patents, each of which is hereby incorporated by reference for the material disclosed therein. U.S. Patent No. 3,666,198 describes an inertia reel type seat belt which allows the passenger restrained by the belt to make relatively slow movements to extend the belt from the reel but which locks the belt against further movement in the event of rapid changes in motion of the vehicle. U.S. Patent Nos. 3,737,197, 3,758,158 and 3,811,727 describe a seat belt anchor mechanism for a vertically movable suspension seat having a fore and aft adjustment feature that provides an anchor point for a lap belt, which is spaced from the floor and movable relative to the floor. U.S. Patent No. 3,784,224 describes a safety seat and safety cushion, which are used in combination with each other and with a safety belt as a passenger safety device for protection of a child during vehicular travel. U.S. Patent No. 3,811,702 describes a safety device for protecting a vehicle occupant from injury during collision of a motor vehicle, which device includes a seat belt extending over the set portion of a seat of the motor vehicle, and a shock absorber associated with the seat belt for absorbing an energy of the vehicle occupant due to sudden deceleration of the vehicle. U.S. Patent No. 3,856,328 describes a seat belt or shoulder strap extending about moveable and fixed pulleys in a block and tackle configuration. U.S. Patent No. 3,865,433 describes a deformable safety device upon which a seated passenger in a violently decelerating conveyance can loose kinetic energy by doing mechanical work. U.S. Patent No. 3,887,233 describes a shoulder harness and lap belt restraint system, which are provided wherein the lap belt is combined with the shoulder harness in such a manner that a single fastening suffices to fasten both the shoulder strap and the lap belt. U.S. Patent No. 3,891,272 describes a motor vehicle safety belt system that includes a switch actuated by the engagement of the driver's safety belt and a network for starting the vehicle engine upon the actuation of the switch. U.S. Patent No. 3,930,622 describes an energy storing safety belt retractor that has a locking bar operated by an inertia response means, which includes an inertia responsive mass and a locking bar for locking with the teeth of the ratchet wheel associated with the belt winding wheel of the retractor. U.S. Patent No. 3,952,967 describes an energy dissipater for a vehicle safety belt that includes a reel on which one end of the belt is wound and anchored, the reel having two internal screw threads of opposite pitch. U.S. Patent No. 3,999,780 describes a cylinder-piston assembly of a gas- operated actuator for straining a seat belt when a vehicle encounters a collision. U.S. Patent No. 4,027,829 describes a flywheel and clutch mechanism that is adapted for use in a safety belt retractor having a vehicle-sensitive mechanism and a pawl. U.S. Patent No. 4,027,905 describes a seat belt system for a vehicle wherein one end of a seat belt for restraining an occupant is firmly engaged with one end of a steel strip, which is held and guided by an anchor member firmly attached to a vehicle body in such a way that when the impact energy acts upon the seat belt the strip may be subjected to plastic deformation at least at two positions. U.S. Patent No. 4,060,278 describes an energy absorbing member for a safety belt that includes a metal band that is provided with a plurality of elongated slots arranged in staggered parallel rows extending transversely to the direction of the loading of the safety belt. U.S. Patent No. 4,061,291 describes a safety belt reel that comprises a coil spring, a shaft on which a safety belt is stored and a variable torque device couples said spring to said shaft. U.S. Patent No. 4,100,996 describes a shock absorber for a safety belt lanyard. U.S. Patent No. 4,138,157 describes an energy absorbing seat belt restraint that comprises a thin, flexible elongated element having a length substantially greater than its width and adapted for securing a wearer in a vehicle. U.S. Patent No. 4,192,530 describes a vehicle passive seat belt restraint system that includes a seat belt adapted to be positioned across and in contact with the torso of a vehicle occupant. U.S. Patent No. 4,235,456 describes a passive occupant restraint system that has a track extending longitudinally inboard an occupant seat and which mounts a belt carriage which slidably receives lap and shoulder belts having their outboard ends attached to the door and their inboard ends attached to the vehicle structure forwardly of the occupant. U.S. Patent No. 4,349,216 describes a floating lock mount for a seat belt retractor for application in situations where the seat or seats served by the retractor is shifted forwardly or rearwardly by the user so as to accommodate the positioning of legs and to adjust the seating to the user. U.S. Patent No. 4,411,448 describes a belt transfer system for a passive vehicle occupant restraint belt system that comprises a DC power source, a reversible DC motor and circuits for connecting the motor across to the power source for reversible operation and for braking the motor at the end of each operation. U.S. Patent No. 4,457,251 describes an apparatus for indicating the load on a restraining device subject to tensile loading, especially for a safety belt. U.S. Patent No. 4,473,242 describes a belt system that includes a retractor, mounted on the seat and directly involving the lap belt section, that comprises an attachment buckle connected to its anchor point by an expandable link device. U.S. Patent No. 4,492,348 describes a locking apparatus for use with safety belts of the which are protracted and retracted on a spool, which is locked by inertia forces in an emergency. U.S. Patent No. 4,500,114 describes a flow control device for use with inflatable confinements or "air bags" of vehicle occupant safety restraint systems. U.S. Patent No. 4,568,106 describes a passive restraint for a vehicle set that comprises a seat belt, which is designed so as to secure the security of an occupant. U.S. Patent Nos. 4,784,434 and 4,813,645 describe a vehicle seat with a suspension device having a fixed belt anchor to be joined with a seat belt and where the suspension device is adapted for absorbing a vibration or shock. U.S. Patent No. 4,805,467 describes a safety belt assembly that measures the amount of force exerted on the assembly and also the point in time when a force was exerted on the assembly. U.S. Patent Nos. 4,904,023 and 5,005,909 describe a force-limiting energy absorber for safety belt systems that comprises a series of stretch members lying one behind the other in the direction of tensile stress. U.S. Patent No. 4,929,027 describes a passive restraint enhancer for supplementing the safety of the seat belt, of the shoulder harnessing type, for minimizing or preventing injury in vehicle accidents. U.S. Patent No. 4,940,193 describes a safety belt retraction apparatus that ^' includes a safety belt retractor mechanism mounted on the vehicle door, and having a reel about which the webbing of the safety belt is wound. U.S. Patent No. 4,948,199 describes a force limiter, for use with a safety belt device, that comprises a stretch element, which is inserted into the force flow path and which under tensile load deforms in a force-limiting manner. U.S. Patent No. 4,978,139 describes an energy absorbing damping device for safety belts of motor vehicles, for the purpose of controlled reduction of the deceleration force which acts on the belt user in the event of a collision. U.S. Patent No. 4,979,400 describes a safety belt assembly that measures the amount of force exerted on the assembly and the point in time when a force is exerted on the assembly. U.S. Patent No. 4,993,747 describes an electro-rheological belt load anchorage mechanism that permits a seat to be moved relative to the vehicle body to a position chosen by the occupant. U.S. Patent No. 5,000,481 describes a seat belt locking device designed to temporarily modify a shoulder/lap belt occupant restraint system in a vehicle to secure a child' s restraint seat in place in the vehicle. U.S. Patent No. 5,005,894 describes an automotive seat with a suspension device that has an X-shaped link mounted between an upper seat frame and a lower floor frame. U.S. Patent No. 5,015,010 describes a seat integrated three point seat belt system, that includes a belt having one end affixed to the seat and an opposite end mounted to a retractor secured to the seat. U.S. Patent No. 5,031,961 describes an automotive seat assembly that has a mounting arrangement for seat belt components, which allows the fore and aft movement of the components with the seat and effects load transfer from the seat belt to the automotive vehicle body. U.S. Patent No. 5,069,482 describes a force limiter for safety belt restraining systems, that includes a cylinder where a rod is received, which at its one end projections out of the cylinder and at its other end defines a free space in which a plurality of roller elements are accommodated. U.S. Patent No. 5,255,868 describes a self-locking safety belt reeling device that comprises a reeling arbor disposed in a belt housing, which is further provided with a spring housing attached to the belt housing. U.S. Patent No. 5,340,046 describes an energy converter for a safety belt that comprises a sleeve with a sleeve channel. U.S. Patent No. 5,464,252 describes an anchor device for a seat belt for connecting a webbing to a vehicle, the webbing for restraining an occupant to a seat so that a load applied to the webbing is received by the vehicle body. U.S. Patent No. 5,468,053 describes an energy absorbing beam, constructed for use in a vehicle seat belt restraining system, that includes an energy absorbing beam which is mounted or fastened to a vehicle frame or vehicle seat frame. U.S. Patent No. 5,518,271 describes a dense mass safety system centrally located in a personal vehicle that acts as an inertial analog computer for predicting and compensating for the motion of an occupant of the vehicle during crashes. U.S. Patent No. 5,522,564 describes a self-locking safety-belt reeling device that has a reeling shaft on which a safety belt is wound. U.S. Patent No. 5,533,756 describes a safety restraint system that comprises a safety belt system for restraining an occupant that further comprises a safety belt; a retractor; shoulder belt; a pretensioner; and a load limiter. U.S. Patent No. 5,547,143 describes a load absorbing retractor that comprises a rotating spool or reel, seat belt webbing secured to the reel, and at least one movable bushing. U.S. Patent No. 5,566,978 describes a vehicle seat belt system that has a plurality of sensors to sense the characteristics of a vehicle occupant and of a vehicle collision. U.S. Patent No. 5,580,091 describes a low-cost energy management device for dissipating a portion of the energy imparted to a safety belt in a rapid vehicular deceleration is comprised of a strap and a channel-shaped guide and deflector member. U.S. Patent No. 5,626,306 describes an energy absorbing seat belt retractor that comprises a frame; a spool; a lock pawl; and a movable nut. U.S. Patent No. 5,641,198 describes a vehicle occupant restraint system that includes a seat and a length of belt webbing connected with the seat. U.S. Patent No. 5,664,807 describes a force limiter for use in a vehicle occupant restraining system. U.S. Patent No. 5,667,246 describes a safety restraint system that comprises a safety belt system for restraining an occupant that includes a safety belt, a retractor, a shoulder belt, a pretensioner, and a load limiter. U.S. Patent No. 5,685,603 describes a support device apparatus for a vehicle that includes a child seat. U.S. Patent No. 5,687,925 describes a seat belt webbing retractor that includes a spool assembly around which seat belt webbing is wound. U.S. Patent No. 5,700,035 describes a force limiter for vehicle safety belt systems, which is inserted in the flow path of the safety belt system by means of two fittings, the distance between the fittings being able to be increased with a conversion of energy. U.S. Patent No. 5,722,689 describes a device for cushioning a safety belt of a vehicle, that includes a resilient member having one end secured to the vehicle and having a clamping device secured to the other end. U.S. Patent No. 5,738,293 describes a safety belt retractor, that comprises a frame, a belt reel rotatably mounted in the frame, and a rotary pretensioner drive adapted to be drivingly coupled to the belt drum. U.S. Patent No. 5,746,449 describes a seat belt device for a vehicle, which improves shock absorbing forces without reducing a space of an interior of a vehicle. U.S. Patent No. 5,785,388 describes a seat belt pillow having a web and two arms of uniform thickness in a non-compressed state. Summary of the Invention It is desirable to provide a load management system for vehicle safety devices that provides optimal performance through a broad range of accelerations and occupant weights, during both low "g" and high "g" collision or near-collision events. Moreover it is desirable to provide a load management system that maintains its capabilities after its first use and which can cooperate with such other vehicle interior sub-systems as: seat back pivots; seat position slides; head rests; the steering column; seat belts and buckle loading at the anchor; seat belt displacement control and loading at the retractor spool. Accordingly, it is a general object of this invention to provide a vehicle restraint load management system, which provides optimal safety system performance through a broad range of accelerations and occupant weights. It is a further object of this invention to provide a vehicle restraint load management system, which continues to function properly after the first use. It is another object of this invention to provide a vehicle restraint load management system, which is easily adaptable to a wide variety of restraints and/or retractors. Another object of this invention is to provide a vehicle restraint load management system, which provides dynamic load management response. A further object of this invention is to provide a vehicle restraint load management system, which is specifically adapted to cooperate with other vehicle interior sub-systems, such as: seat backs, head rests, seat positioning slides, seat belt buckles, seat belt retractors, and collapsible. A still further object of this invention is to provide a vehicle restraint load management system, which can control the amount of restraint belt displacement and loading of the seat belt retractor spool. Another object of this invention is to provide a vehicle restraint load management system, which can be triggered and managed dynamically during a collision event based upon occupant weight, excursion and belt displacement. A further object of this invention is to provide a vehicle restraint load management system, which provides optimum occupant comfort and performance during a collision event, by multiple dynamic load management techniques. It is another object of this invention to provide a vehicle restraint load management system, which employs fluidic torque conversion to manage occupant loading. It is a further object of this invention to provide a vehicle restraint load management system, which is responsive to interior safety devices such as frontal air bags and frontal instrumentation when determining the amount of managed belt load displacement. A still further object of this invention is to provide a vehicle restraint load management system, which can be activated or de-activated in real time or pre-set based on the conditions of contributing sensors/variables. These and other objects of this invention are intended to be covered by this disclosure and are readily apparent to those of ordinary skill in the art upon review of the following drawings, detailed description, claims and abstract. Brief Description of the Drawings The accompanying drawings incorporated in and forming a part of the specification, illustrate a preferred embodiment of the present invention. Some, although not all, alternative embodiments are described in the following description. In the drawings: Figure 1 depicts a cross-sectional assembly view of the preferred real time load management module. Figure 2 depicts a perspective view of the real time load management device. Figure 3 depicts an interior perspective view of the real time load management torque converter device. Figure 4 depicts an exterior assembly view of the real time load management cover. Figure 5 depicts a perspective and internal view of the preferred retractor with an adaptive hydro/mechanical load limiter. Figure 6 depicts a detailed perspective view of the real time control module housing and cover. Figure 7 depicts a detailed perspective view of the interior of the real time control module housing. Figure 8 depicts a detailed perspective view of the locking wheel of the real time control module of this invention. Figure 9 depicts a detailed bottom perspective view of the load propeller of the real time control module of this invention. Figure 10 depicts an alternative perspective and internal view of the preferred retractor with an adaptive hydro/mechanical load limiter. Figure 11 depicts a detailed bottom perspective view of the load cell of the preferred real time control module of this invention. Figure 12 is a section perspective view of the top view of the real time control module assembly of this invention. Figure 13 depicts a detailed bottom perspective view of the locking wheel of the load cell of the preferred real time control module of this invention. Figure 14 depicts a perspective section view of the locking wheel of this invention. Figure 15 depicts a perspective top view of the housing of this invention. Figure 16 depicts a perspective bottom view of the housing of this invention. Figure 17 depicts the top perspective view of the locking wheel of this invention. Figure 18 depicts the top perspective view of the locking wheel and load propeller of this invention. Figure 19 depicts the bottom perspective view of the locking wheel of this invention. Figure 20 depicts a perspective view of the housing cover of this invention. Figure 21 depicts another view of a typical retractor with a hydro/mechanical adaptive load limiter. Figure 22 depicts the basic construction of the preferred adaptive load managed restraint. Figure 23 depicts a perspective view of the top side of the preferred adaptive load managed retractor. Figure 24 depicts a perspective view of the bottom side of the preferred adaptive load managed retractor. Figure 25 depicts a perspective view of the preferred brake housing cover of the preferred adaptive load managed retractor. Figure 26 depicts a perspective view of the preferred drive shaft with the base cover of the adaptive load managed retractor of this invention. Figure 27 depicts a perspective view of the preferred drive shaft of the adaptive load managed retractor of this invention. Figure 28 depicts the buckle adaptive load application of the real time load management system. Figure 29 depicts the typical and preferred fluidic circuit of this invention. Figure 30 depicts the top view of the preferred fluidic flow displacement of this invention. Figure 31 depicts the preferred real time load management system used with the restraint buckle and seat back. Figure 32 depicts the preferred real time load management system used with a collapsible steering column. Figure 33 depicts alternative displacement mechanics for the real time load management system used with this invention. Reference will now be made in detail to the present preferred embodiment of the invention, an example of which is illustrated in the accompanying drawings. Detailed Description of the Invention This invention is an adaptive variable load limiter for control and management of vehicle occupant safety restraints. This invention makes use of fluidic torque conversion as teclinique for managing occupant loading of a vehicle safety system during both low "g" and high "g" events to provide improved safety system performance through a greater range of acceleration (deceleration) and a greater range of weight of vehicle occupants. (For the purpose of this disclosure, the term "event" is intended to mean a vehicle collision, near collision, or other accident scenario where vehicle occupant restraints are intended to provide enhanced occupant safety.) Fluidic torque conversion is variably controllable though the use of an electro- mechanical flow control device. Flow control can be directly coupled with occupant weight sensors, belt restraint displacement sensors, seat/occupant position sensors and low/high "g" sensors. Moreover, the electro-mechanical flow control for the occupant belt loading, using this invention, is responsive to the existence and position of vehicle interior devices, such as frontal air bags and frontal vehicle instrumentation when managing the amount of belt load displacement. This invention provides that flow control activation/deactivation can be determined either in real time or can be pre-set based on the conditions identified by the various contributing sensors and/or variable. For example, if the vehicle occupant's weight is known, a pre-set flow setting can be activated, thereby managing the load and displacement in a manner optimized relative to interior surroundings based upon the acceleration and/or velocity of the event. Also, if the occupant seating position is not ideal, then both the occupant weight and the seating position may influence the rate in which the belt restraint displacement is load managed. If the load management of this invention is used within the seat belt buckle, restraint, seat back and steering column then simultaneous triggering of each load cell can be executed, resulting in controlled and predictable loading of each safety sub-system. This coordination of the sensors and the restraint devices through a controller results in optimum occupant restraint, safety and comfort during an event. Electro-mechanical flow control, as provided by this invention, can also use mechanical self adjusting flow control valves, which can automatically align or adjust themselves relative to pressure and/or energy levels sensed in the flow port. This flow control can also use averaged pre-set/calculated burst chamber techniques, such as those used in staged air bag deployments. Several pre-calculated burst chambers can be placed in the flow path, thereby creating a load management range appropriate for large, medium, and small occupants. Typically, activation/deactivation of the flow control device is made using a low "g" tilt sensor or alternatively or in combination with a high "g" sensor trigger, such as is generally used in most air bag control modules. The system of this invention can be applied in alternative embodiments to additional interior sub-systems, which can assist in the management of the occupant excursion energy generated during an event. Such sub-systems may include seat back pivots. Seat back pivots can be damped during rear impact events, thereby providing the occupant with an energy absorber in the occupant's back and neck area. The seat back pivot can also be damped during forward impact events to provide the occupant with the maximum belt retention, thereby controlling forward excursion when the occupant is fully restrained. In combination with the seat back, seat track forward and rearward load management can be used. A further use of this invention involves the steering column having a collapsible type of construction. During an impact event the steering column can be adapted to collapse, much like a shock absorber. However, using this invention, the steering column may be controlled to collapse dynamically and in relationship to the occupant loading. In this manner, the occupant is provided with additional chest protection during an event. Yet further applications of this invention is the control of the restraint belt displacement and loading at the belt anchor and the retractor spool. Through the use of this invention the total restraint system can be triggered and managed dynamically during an event based upon occupant weight, position, excursion and belt displacement. Multiple dynamic load management strategies can be developed and executed simultaneously to provide optimized occupant comfort and safety system performance during an event. Through the use of the load/energy management techniques of this invention, the ability of safety restraints and systems enhance their contributions to reduced vehicle occupant chest, back, neck or leg injuries that would otherwise occur as a result of a vehicle event. The figures that follow provide detail on the mechanical components and the various applications of this system, as well as how the system can be adapted to work with any rotational, pivotal, or telescoping mechanism. Figure 1 shows a cross-sectional assembly view of the torque converter cross section of the preferred real time load management module. This torque converter 100 is specifically adapted to work with a conventional safety belt retractor. The preferred embodiment of this torque converter 100 includes the following mechanical components. A sensor assembly 101 is provided to activate/deactivate, via preferably a low "g'Vtilt sensor (not shown) is connected by the sensor extension 115 to the retractor ratchet wheel 114. When the sensor 101 activates the retractor ratchet wheel 114, the retractor load bearing mechanics 113, which in this preferred embodiment are engagement teeth 111 or "lock dogs", to cause engagement with the torque converter rotor drive 110. This drive 110 has a positive link, via an upper shaft guide 104 with the displacement rotor 105 located in an isolated sealed upper chamber. The rotor 117 then begins to displace a fluid into an adjoining chamber through an orifice, which is an electro-mechanically controlled set. The control of the positive fluid displacement regulates the rate at which the occupant restraint is allowed to displace or spool out, thereby resulting in occupant chest to belt relief during high "g" events. The regulated flow/pressure settings can be established from occupant weight or pressure build up in within the rotor chamber 105. A lower shaft guide 108 connects the rotor drive 110 with the retractor spool 112. A seal 102 is provided between the rotor upper chamber 105 and the rotor drive 110. A control valve 106 provides the control of fluid flow to the rotor upper chamber 105. Also, provided are a cover 103, mounted on and covering the rotor upper chamber 105 and a base 116, 107, which provides the outer shell of the torque converter 100 and is mounted on the retractor frame 109. Figure 2 shows a perspective view of the preferred real time load management device 100 of this invention. This view shows the base 116 adapted to a typical retractor frame. The displacement chambers (not shown) are separated by a valve port (not shown) which can be pre-set, electro/mechanically set, or mechanically set/adjusted by pressure velocity or rate. The sensor extension 115 is shown here as a slide activator, which engages with the low "g" sensor mechanics 101. The cover (shown in figure 4) provides the seal for the upper compression chambers 105. Positive fluid displacement is generated by the rotation of the rotor 117, which is directly coupled to the retractor spool shaft 108, via the rotor drive 110. The onset of fluid displacement or rotation of the rotor 117 can only become active once a peak pressure has been exceeded. This feature allows the vehicle safety restraint to be used during low "g" applications without engagement of the load limiting capabilities of this invention. This is accomplished by the setting of the valve port in the control valve 106. Reuse of the load limiting function is provided through the use of a return spring (not shown) on the rotor drive. In the preferred embodiment of this invention , in the event that the converter has been activated, the load cell with the return spring will slowly seek the home position. Rapid return or slow return is based upon the spring force. This feature can be variably controlled by design preference. The current preferred embodiment of the invention is designed to be flange mounted onto pivot or rotational shafts such as a buckle anchor, retractor, seat back, and seat track for forward or aft positioning pivots. The positive displacement from one chamber 105 to another is directly metered through the control valve/orifice. The preferred torque converter 100 of this invention has a generally vertical wall portion 107 of the base and an upper shaft guide opening 201 for receiving the upper shaft 104 of the cover 103. Figure 3 shows an interior bottom side perspective view of the real time load management torque converter device 100. Rotor drive teeth 301 are designed to fit the retractor load bearing locking teeth 111. A center shaft guide 108 is provided to keep the rotational assemblies aligned during normal use or while under a load. The interior portion 302 of the sensor extension 115 is shown entering the lower chamber 304 of the torque converter 100 where the retractor ratchet wheel 116 is positioned. The retractor ratchet wheel 116 will be free to move unless the sensor extension 115 is engaged. The base 116 flange 303 mount directly to the retractor frame 109 which then secures the functional relationship between the load cell and the retractor. The bottom chamber 304, which is mechanically operated, and the upper chamber 105, which utilizes fluid mechanics, are sealed from one another through the use of an interior rotor drive shaft seal 102 located in the base 107. The components of this assembly are held in place by the base 107 and the cover 103. Figure 4 shows the top an exterior assembly view of the real time load management torque converter 100 with the cover 103 attached. The base 116 and the sensor extension 115 are shown in their preferred locations. Figure 5 shows a perspective and internal view of the preferred retractor with an adaptive hydro/mechanical load limiter. The load cell 501 as well as the control valve port 504, previously described are shown in their preferred embodiment. The retractor spool 112 is shown mounted in the retractor frame 503. Figure 6 shows a detailed perspective view of the real time control module housing 601 and cover 103 with the preferred control valve port 602, which was previously described. In its preferred use, this housing 601 is fitted securely over load cell 501 of figure 5. Figure 7 shows a detailed perspective view of the interior of the real time control module. The base 116 and base wall 107 are shown, within which are a key lock 703 including a locking wheel shaft 705 is provided. A load propeller 702 provides separation between the fluid chambers 105a,b. Naive porting 704 is provided with the control valve port 602. Figure 8 shows a detailed perspective view of the locking wheel of the real time control module of this invention. The key lock 703, with load propeller 702 are mounted on the top of the locking wheel 801. Figure 9 shows a detailed bottom perspective view of the load propeller 702 of the real time control module of this invention. This preferred embodiment of the load propeller 702 has two blade portions 902, 903 extending outwardly from the center portion 901. Within the center portion 901 is an opening 904 for receiving locking wheel shaft 705. This opening 904 is keyed 905 for firmly engaging the shaft 705. Figure 10 shows an alternative perspective and internal view of the preferred retractor with the adaptive hydro/mechanical load limiter. This view shows the bottom 1004 of the load cell 501. The retractor spool 112 is shown within the retractor frame 503. In the bottom 1004 of the load cell 501, this view shows the rotor drive engagement teeth 111. Figure 11 shows a detailed perspective view of the bottom 1004 of the load cell 501 of the preferred real time control module of this invention. This view provides additional detail of the locking wheel 1102 and the ratchet wheel guide 1101. The engagement teeth 111 are on the locking wheel 1102. Figure 12 is a section perspective view of the top view of the real time control module assembly of this invention. The rotor drive 110 is shown attached to the retractor spool 108. The upper chamber 105 is shown within the base 107. Figure 13 shows an additional detailed bottom perspective view of the locking wheel 1102 of the load cell 501 of the preferred real time control module of this invention 100. The ratchet wheel guide 1101 is shown extending into the interior of the locking wheel 1102. The lower shaft guide 108 is shown extending from the outer surface 1301 of the locking wheel 1102. A notch 1302 is provided in the top of the lower shaft guide. Figure 14 shows a perspective section view of the locking wheel 1102 of this invention. The lower shaft guide 108 is shown as are the rotary drive engagement teeth 111. Figure 15 shows a perspective top view of the housing 107 of this invention. This view shows the interior 1501 of the top of the housing 107, which is provided with an opening 1503 for receiving the shaft guidel08. A top lip surface 1502 is provided for support of the cover 103. Figure 16 shows a perspective bottom view of the housing 107 of this invention. This view shows the interior 1601 of the bottom of the housing 107. An opening 1604 is provided for receiving the shaft guide 108. The bottom surface 1602 of the base 116 is shown, as is the bottom 1603 of the top lip surface 1502. Figure 17 shows the top perspective view of the locking wheel 1102 of this invention. In particular, this view provides additional detail of the shaft guide 108 and its notches 1302a,b. The top surface 1701 of the shaft guide 108 is shown. Figure 18 shows the top perspective view of the locking wheel 1102 and load propeller 702 of this invention. In particular, this view shows the load propeller 702 mounted on the outer surface 1301 of the locking wheel 1102. The propeller blades 902, 903 are shown extending out from the top surface of the shaft guide 1701, in general alignment with the notches 1302a,b. Figure 19 shows the bottom perspective view of the housing cover 103 of this invention. In particular, this view shows the upper shaft guide 104 as well as the valve porting 1901 , with two valve ports 1902a,b shown. Figure 20 shows a perspective view of the top 2000 of the housing 103 cover of this invention, with the top of the valve port 2001 shown. Figure 21 shows another view of a typical retractor with a hydro/mechanical adaptive load limiter. This view shows the preferred retractor with a belt restraint 2101 loaded on the retractor spool 112, which in turn is shown mounted to the retractor frame 503. Shown detached from the frame 503, but proximate to its preferred location is the adaptive load cell 501. A loop 2102 of the belt 2101 is provided to connect the belt 2101 to the preferred seat belt tong 2103. Figure 22 shows the basic construction of the preferred adaptive load managed restraint. This view shows the belt 2101 wrapped around a spool 2208 in both the extracted position (maximum loaded position) 2206 and the stored position 2207. The main body of the retractor 2201 is shown with the spool guide 2209 attached to the end of the retractor 2201. A drive shaft 2204 on which the spool guide 2209 is shown mounted around the main body of the retractor 2201. An alternative view 2203 of the housing 107 is shown with a flow controller 2202 provided. Figure 23 shows a perspective view of the top side of the preferred adaptive load managed retractor. This view shows a drive shaft 2301 connected to a brake (see 2400 of figure 24) held within a brake housing, that comprises a housing cover 2304 and a housing base 2305. A belt guide 2302 is attached to shaft end retainers 2303a,b, which also is connected to the drive shaft 2301. A retractor frame 2306 is provided for holding the retractor components in place. Figure 24 shows a perspective view of the bottom side of the preferred adaptive load managed retractor. This figure shows a cutaway view of the brake 2400 mounted within the housing cover 2304, which is mounted to the retractor frame 2306. The drive shaft 2301 and the belt guide 2302 are shown connected to the frame 2306. Figure 25 shows a perspective view of the preferred brake housing cover 2304 of the preferred adaptive load managed retractor. A drive shaft opening 2501 is provided, generally in the center in the cover 2304. Figure 26 shows a perspective view of the preferred drive shaft 2301 attached to the brake housing cover 2304 of the adaptive load managed retractor of this invention. A seal 2602 to the cover 2304 is provided. Also, shown is the seal/bearing surface 2601 connecting the drive shaft 2301 to the cover 2304. Figure 27 shows a perspective view of the preferred drive shaft 2301 of the adaptive load managed retractor of this invention with the brake fixture 2701 attached. Figure 28 shows the buckle adaptive load application of the real time load management system. The buckle 2801 is attached to the belt 2808, which is load managed in the direction of the arrow 2802. The real time load management adapter 2803 is located between the buckle 2801 and the seat or vehicle anchor mount 2805, approximately on or at an anchor pivot 2804. Connected to the seat or vehicle anchor mount 2805 is the buckle pretensioner 2806, which is deployed in the direction shown by the second arrow 2807. When the pretensioner 2806 is deployed it pulls the buckle 2801 inward toward the anchor pivot point 2804. The adaptive load manager 2803 is activated upon completion of the pretensioner 2806 stroke. The load cell 504, shown in figure 5, then manages the occupant restraint displacement from the pivoting point 2804 of the buckle anchor. Triggering the control valve/port of this invention 100 can be optimally sequenced in time through the use of an automatic control module. By setting the valve or control limit relative to occupant weight, this system can be anticipatory, rather than reactionary. Figure 29 shows the typical and preferred fluidic circuit of this invention. The reactor spool shaft 2904 is driven by a mechanical dual direction positive displacement pump 2902, which is provided with a spring return 2903, to limit creep and allow for multiple use. Flow is controlled 2901 to be self-adjusting and may be an electro-mechanical control. Figure 30 shows a representative top view of the preferred fluidic flow displacement of this invention. The upper fluid chamber 3003 is shown with the direction of fluid displacement 3002 and the maximum range of the load management 3001. The rotor drive 3004, which is keyed to the retractor spool shaft, drives the rotor 3005. A flow control valve 3006, which may be either self adjusting or electro/mechanical is provided for controlling the fluid flow. A flow port 3007 regulates the fluid flow with the control valve 3006. All of these components are mounted on the base 3008. Figure 31 shows the preferred real time load management system used with the restraint buckle 3104 and seat back 3101. In this restraint system, the seat is provided with a seat base 3103 and a seat back 3101. The adaptive load limiter 3102 is shown limiting the belt 3107. The seat base 3102 is mounted to a seat track 3105. Loading force is show via arrows 3106, 3108 to show the loading during a front impact and rear impact respectively. Figure 32 shows the preferred real time load management system used with a collapsible steering column. Positive displacement is provided by a telescoping fixture 3201 mounted on a steering column 3205, controlled by a flow controller 3203, which preferably is electro-mechanically activated and de-activated. Bi- directional flow 3203 restricts, or manages, compression loading during an impact event. During normal use, that is non-sensed "g" events, load management 3204 is provided. Figure 33 shows an alternative embodiment of the displacement mechanics of the real time load management system of this invention. In this embodiment a worm drive 3303 is driven by the displacement of a rotary spool 3301 to obtain positive flow displacement and controlled load management. In this embodiment the retractor spool 3301 engages the worm drive gear 3303 through a retractor ratchet wheel 3302. The worm drive gear 3303 turn the worm drive 3311, which in turn displaces worm gear driven compression discs 3304a,b. The compression discs 3304a,b are provided with flow restrictors 3305a,b,c,d. The compression discs 3304a,b are moved 3310a,b,c,d thereby controlling the displacement range in the upper chambers3306a,b and lower chambers 3307a,b. A cover 3309 is placed over the upper chambers 3306a,b. Control of the valve port 3308 can be accomplished by mechanical or electro/mechanical means. The described components and embodiments are to be considered in all respects only as illustrative and not as restrictive. The scope of this invention is, therefore, indicated by the appended claims rather than be the foregoing description. All changes, which come within the meaning and range of equivalency of the claims, are to be embraced as within their scope.

Claims

I claim: 1. A load limiter for a vehicle occupant restraint, comprising: (A) a housing; (B) a cover attached to said housing; (C) a rotor in mechanical communication with a retractor shaft; (D) a retractor in communication with said retractor shaft; and (E) a sensor communicating a restraint status to said retractor.

2. A load limiter for a vehicle occupant restraint, as recited in claim 1, wherein said housing further comprises a base and an upper base portion.

3. A load limiter for a vehicle occupant restraint, as recited in claim 2, further comprising a retractor frame mechanically attached to said base portion.

4. A load limiter for a vehicle occupant restraint, as recited in claim 1, wherein said rotor controls fluid flow between one or more fluid chambers.

5. A load limiter for a vehicle occupant restraint, as recited in claim 1, further comprising a control valve, providing control of a fluid flow in a fluid chamber.

6. A load limiter for a vehicle occupant restraint, as recited in claim 1, wherein said retractor further comprises

(1) a retractor ratchet wheel in mechanical communication with a rotor drive and said retractor shaft;

(2) a retractor spool connected to said retractor shaft.

7. A load limiter for a vehicle occupant restraint, as recited in claim 6, wherein said mechanical communication between said rotor drive and said retractor shaft is through engagement teeth.

8. A load limiter for a vehicle occupant restraint, as recited in claim 1, further comprising a seal between said rotor and said retractor.

9. A vehicle restraint system, comprising: (A) an occupant seat; (B) a seat belt attached to an anchor mount on said occupant seat; (C) a buckle attached to said seat belt; (D) a belt retractor attached to said seat belt; and (E) a load limiter attached to said belt retractor.

10. A vehicle restraint system, as recited in claim 9, further comprising one or more sensors in communication with said load limiter.

11. A vehicle restraint system, as recited in claim 9, further comprising a pretensioner attached to said seat belt.

12. A vehicle restraint system, as recited in claim 9, further comprising a control module.

13. A vehicle restraint system, as recited in claim 12, further comprising a collapsible steering column in communication with said control module.

14. A vehicle restraint system, as recited in claim 9, wherein said load limiter further comprises a fluidic torque converter.

15. A vehicle restraint system, as recited in claim 14, wherein said fluidic torque converter further comprises a rotor.

16. A vehicle restraint system, as recited in claim 15, wherein said fluidic torque converter further comprises a shaft mechanically communicating between said rotor and said retractor.

17. A vehicle restraint system, as recited in claim 14, wherein said fluidic torque converter further comprises a rotor drive communicating between said rotor and said retractor.

18. A vehicle restraint system, as recited in claim 14, wherein said fluidic torque converter further comprises a control valve for controlling the flow of fluid to said rotor.

19. A vehicle restraint system, as recited in claim 14, wherein said fluidic torque converter further comprises a sensor extension communicating between a sensor and said torque converter.

20. A vehicle restraint system, as recited in claim 19, wherein said sensor is selected from the group consisting of: a low "g" sensor, a high "g" sensor, an occupant position sensor, a seat belt latch sensor, a seat position sensor, an occupant weight sensor, and a belt displacement sensor.

21. A load limiter, comprising:

(A) a first chamber, further comprising an upper chamber and a lower chamber;

(B) a retractor spool;

(C) a worm drive mechanically connected to said retractor spool;

(D) a first compression disc, within said first chamber, mechanically actuated by said worm drive; and

(E) a valve port controller.

22. A load limiter, as recited in claim 21, further comprising a second chamber having an upper chamber and a lower chamber.

23. A load limiter, as recited in claim 22, further comprising a second compression disc within said second chamber.

24. A load limiter, as recited in claim 21, wherein said valve port controller is a mechanically actuated controller.

25. A load limiter, as recited in claim 21, wherein said valve port controller is an electro-mechanically actuated controller.

26. A load limiter, as recited in claim 21, wherein said worm drive is mechanically connected to said retractor spool through a retractor ratchet wheel and a worm gear.