Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
  • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
  • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
  • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
  • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
  • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
  • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
  • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
  • B60N2/4207—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces
  • B60N2/4214—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
  • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
  • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
  • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
  • B60N2/427—Seats or parts thereof displaced during a crash
  • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
  • B60N2/42736—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the whole seat
• • 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
  • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
  • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
  • B60R21/33—Arrangements for non-electric triggering of inflation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
• • 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

Definitions

• the invention relates to improved safety of vehicles. More particularly, the invention relates to protecting occupants in a vehicle during a collision.
• a plastically deformable zone may be formed at the front of the vehicle frame to absorb the impact energy upon collision.
• Other forms of impact energy absorbing systems include inflatable air bags that are deployed upon impact, foam padding, or aluminum honeycomb structures, or break-away engine mounts which fracture in the event of a collision and permit tfieT ' engine to separate from the vehicle body. compartment which is fixed to the vehicle frame moves with the vehicle as a single unit during impact.
• the force is subsequently imparted on the vehicle occupant in the passenger compartment, subjecting the occupant to substantial acceleration (or deceleration) from the impact force which causes the occupant to move forward (or backward) relative to the vehicle body.
• substantial acceleration (or deceleration) can result in serious and possibly fatal injuries .
• the invention relates to reducing injuries to the occupant of a vehicle in the event of a collision.
• a vehicle comprises at least one compartment mounted on a chassis.
• the compartment is motile upon occurrence of a collision in a first direction being substantially parallel to a line from the aft and fore ends of the vehicle.
• the vehicle includes first, second and third compartments. At least some or all the compartments are motile in the first direction.
• the compartment or compartments are motile in a second direction substantially perpendicular to the first direction.
• the compartment or compartments are substantially motile in all directions.
• Fig. 1 shows a simplified view of a vehicle in accordance with one embodiment of the invention
• Fig. 2 shows another embodiment of the invention
• Fig. 3 shows the directions of sliding along the chassis in accordance with one embodiment of the invention
• Fig. 4a shows a simplified cross-section planar view of a vehicle in accordance with another embodiment of the invention
• Fig. 4b shows electrical connections within the vehicle body in accordance with one embodiment of the invention.
• the invention relates generally to reducing injuries to occupants of vehicles during, for example, a collision.
• the injuries to vehicle occupants can be reduced by designing a vehicle with safety features that absorb the impact force from a collision, thereby reducing the transfer of the deceleration forces on the occupants.
• the vehicle is designed to absorb as much of the impact force as possible.
• Fig. 1 shows a simplified view of a vehicle 2100 in accordance with one embodiment of the invention.
• the vehicle comprises aft and fore sections 2102 and 2106.
• the vehicle comprises a chassis 2108 extending in the fore and aft direction.
• the chassis serves as the main frame of the vehicle and includes, for example, the wheels and suspension.
• a body 2130 of the vehicle is mounted onto the chassis.
• An engine is also mounted to the chassis.
• the engine can be mounted to the vehicle in the aft, fore, or mid section of the chassis.
• a drive train couples the engine to at least one set of wheels.
• the drive train couples the engine to the rear wheels.
• a front wheel or all wheel drive type vehicle is also useful.
• the body of the vehicle includes a passenger compartment 2132.
• the vehicle is provided with aft and fore compartments 2134 and 2136.
• One of the compartments provides access to the engine while the other compartment serves as a storage compartment.
• the fore compartment provides access to the engine while the aft compartment serves as a storage compartment.
• Providing a vehicle with only an aft or a fore compartment is also useful. Other vehicle configurations are also useful.
• the passenger compartment includes at least one seat 2138. As shown, the passenger compartment is provided with four seats. Providing a passenger compartment with two or more seats is also useful. Doors can be provided to provide access to the passenger compartment.
• Various types of passenger compartments can be used, depending on the type of vehicle.
• the passenger compartment can be designed for a sports car, a sedan, a convertible, a passenger van, or a sports utility vehicle.
• Other types of vehicles are also useful.
• at least one of the seats of the vehicle is designed to be motile upon occurrence of a collision.
• all the seats of the vehicle are designed to be motile upon occurrence of a collision.
• the seat moves in response to the impact force.
• the seat absorbs some of the impact force by moving away from the point of impact.
• the seat may be filled with force absorbing materials, such as cotton, leather, foam, rubber or springs.
• the seat is inflated with fluids such as water and air. Providing a seat which is wholly or partially inflatable is also useful. The seat serves to support the body of the occupant during the impact and reduce the acceleration (or deceleration) that the occupant is subjected to. This reduces or avoids injuries to the seat's occupant.
• the body is mounted on the chassis with at least one compartment designed to be motile upon occurrence of a collision.
• at least two or some of the compartments are designed to be independently motile upon occurrence of collision. More preferably, all the compartments are designed to be independently motile at the occurrence of a collision.
• the compartments of the body should remain in a fixed position during normal vehicle operation.
• the motile compartments move upon a collision which exceeds a threshold force.
• the threshold force can be, for example, equal to the force created by a collision at about 3 - 6 miles per hour. Other threshold force can also be useful.
• the motility of the compartment is in a first direction, the first direction being substantially parallel to a line between the aft and fore of the vehicle, as indicated by the arrow 2152.
• the motility of the compartment is in first and second directions, the second direction being substantially perpendicular to the first direction. More preferably, the motility of the compartment comprises omni-directional motility.
• the body serves to absorb a portion of the force of impact, thus reducing impact force on the occupant of the vehicle.
• one compartment can serve to absorb a portion of the force of impact before imparting the momentum to an adjacent compartment.
• the body of the vehicle in one embodiment, comprises fore and aft compartments with a passenger compartment therebetween.
• the fore compartment includes the windshield of the vehicle, it is understood that the windshield could be part of the passenger vehicle.
• Providing a body with more or less compartments or other configurations is also useful.
• the compartments are physically separated. Although the compartments are physically separated, it is not necessary that the compartments need to have physical barriers isolating them.
• the passenger and aft compartments can be integrated, such as in a mini-van or sports utility vehicle, enabling passengers to access both without moving out of the vehicle.
• the compartments are separated by a first defined distance.
• the first defined distance allows a compartment to move sufficiently to reduce the force of impact onto an occupant of the vehicle.
• the first defined distance in one embodiment, is about 10 - 20 inches and preferably about 18 - 20 inches. Other distances are also useful. It is understood that the first defined distance which separates the aft and passenger compartments need not be the same as the first defined distance which separates the passenger and fore compartments .
• the body is mounted onto the chassis.
• the mounting of the body allows the compartments to move when a collision occurs to absorb some of the force of the collision.
• the compartments move when a collision which exceeds a threshold force occurs .
• the compartments can move substantially along the first direction.
• the compartments move along substantially first and second directions. More preferably, the compartments move substantially omni-directionally. Although the compartments move, they do not separate from the chassis.
• the compartment should remain in a fixed position during normal operation. The separation enables a compartment to move independently along the first direction, at least up to the first defined distance, without causing an adjacent compartment to move.
• end compartments can move toward their respective ends of the vehicle by a second defined distance.
• the second defined distance for example, is equal to the first defined distance. Providing a second defined distance that is different from the first defined distance and/or different second defined distances for different ends is also useful.
• the compartments can move independently along the second direction by a third distance.
• the third distance is equal to about 4 - 6 inches. Other distances or different distances for respective sides of the vehicle are also useful.
• the compartments preferably move omni-directionally within the defined distances.
• the overall area in which the compartments move is referred to as the defined area.
• the compartments are coupled by contractible/expandable links to facilitate movement.
• the links pivot horizontally to facilitate independent movement of the compartments in the second direction.
• Providing a links which pivot omni-directionally is also useful.
• Body panels are provided to cover the separation of the compartments, completing the body of the vehicle.
• flexible body panels are provided to cover the separation of the compartments.
• the compartment moves in response to the impact force.
• the compartment absorbs some of the impact force by moving away from the point of impact. For example, if a vehicle were hit from behind, the force from the collision would cause the compartment to move forward. Likewise, if the vehicle were hit from the front, the compartment moves backward.
• the fore compartment collides with the source of collision first, the fore compartment absorbs a portion of the impact force.
• the passenger compartment continues to move forward relative to the fore compartment, until it eventually collides with the fore compartment.
• the passenger compartment subsequently moves backward after the collision due to the impact force, pushing against the aft compartment.
• the aft compartment then moves backward, further reducing the impact force.
• At least one type of shock absorbers 2154 is disposed between the compartments to absorb the impact forces.
• the shock absorbers can be integrated into the contractible/expandable links .
• the shock absorbers comprise biasing absorbers such as mechanical springs and/or hydraulic shock absorbers, which exert a biasing force to resist the movement of the compartments.
• the biasing absorbers may be selected and adjusted to permit movement of the compartment only when a threshold force is exceeded, such as during a collision.
• the biasing absorbers dampen the movement and convert impact forces into a smooth recoil to protect the passengers in the passenger compartment.
• shock absorbers such as damping materials like foam (e.g., polyurethane, polypropylene, polyethylene, or resin) or rubber, which serve to absorb the impact energy upon collision, are also useful.
• damping materials like foam (e.g., polyurethane, polypropylene, polyethylene, or resin) or rubber, which serve to absorb the impact energy upon collision.
• rollers 2156 are mounted onto the base of the compartment for facilitating motility of the compartment during collision.
• the rollers comprise wheels or ball bearings.
• the rollers contact an upper surface of the chassis 2108.
• the compartments are designed to move within the defined area. This can be achieved by guides such as railings, support members, and/or grooves on the chassis. Other techniques are also useful.
• the rollers are tension loaded with a desired resistance. Upon application of a force which exceeds a threshold of the resistance, the rollers can be rotated, enabling the compartments to move. Due to the tension loading, the movement is dampened.
• the resistance is selected such that the compartment would not move unless a collision occurs. Preferably, the resistance is selected to enable the compartment to move upon a collision exceeding a threshold force occurs .
• the vehicle body 2130 can be designed to reduce the momentum imparted on it by the object of collision.
• at least one portion of the vehicle body is covered by shock absorbers to absorb the impact energy.
• the fore portion 2202 and aft portion 2204 of the vehicle body are covered by shock absorbers 2206.
• the side portions of the vehicle body are also covered by shock absorbers .
• the shock absorbers comprise, for example, damping materials such as foam, aluminum honeycomb structures, rubber, leather or thermocols. Other types of suitable materials are also useful.
• the shock absorbers are fixedly attached to the vehicle body.
• the shock absorbers are attached to the vehicle body using, for example, adhesives, bolts or screws.
• the shock absorbers comprise restraint bags.
• the restraint bags are inflated by fluid such as air, gas or liquid. Other types of fluids which can serve to absorb the impact are also useful.
• the restraint bags are permanently inflated.
• the restraint bags are inflated in response to the force generated upon occurrence of a collision.
• the restraint bags are inflated in response to a signal generated by an impact sensor.
• the signal is generated by sensing the certain vehicle characteristics that occur upon impact. Such characteristics include the safety belt payout, the position of the motile compartments or the deceleration of the motile compartments.
• the restraint bags are located where they do not obstruct the vision of the driver upon deployment.
• air bag system is provided.
• the air bag system includes air bags in front of the passenger seats.
• air bags are provided surrounding the passenger seats (e.g., front and sides) .
• the air bag system comprises variable air bag system which can inflates the bags to different capacity depending on the impact force. For example, for a small impact force, such as from a mild collision, the air bags are filled to a lower capacity. On the other hand, a more sever collision would cause the air bags to fill to higher capacitor, rendering greater protection to occupants from injury.
• the severity of the compression of the shock absorbers can be used to provide input to the variable air bag system. Electromechanical sensors could be used to sense the compression of the shock absorbers.
• a contractible chassis is provided.
• the chassis contracts at least on one side upon occurrence of a collision.
• the chassis contracts on some or all sides. Contracting the chassis enables the chassis to absorb a portion of the impact force from a collision, thus reducing the impact force on the occupants of the vehicle.
• the chassis contract to absorb some of the impact force upon occurrence of a collision exceeding a chassis threshold force.
• the frame threshold force is equal to about the force generated from a collision at about 20 - 0 ph. Other frame threshold forces are also useful.
• the chassis contracts sufficiently to reduce injuries to occupants of a vehicle during a collision.
• the chassis is designed to be capable of contracting about 3 - 18 inches on at least one side.
• the chassis collapses about 5 - 8 inches.
• other amounts of contraction is also useful.
• Providing a chassis which can variably contract depending on the impact force is also useful.
• the contraction of the chassis should not result in the passenger compartment contacting or creating additional injuries to the occupants of the vehicle.
• the seats are independently motile and are able to move to occupy a smaller space.
• the compact space comprises at least the space occupied by the seats .
• the chassis comprises first and second sub-chassis.
• the first sub-chassis is rigid and non- contractible.
• the suspension and wheels of the vehicle are mounted onto the first chassis.
• the second chassis is mounted onto the first chassis and is contractible.
• the second sub-chassis members are slidably engaged with one another. Providing a single chassis which can contract is also useful.
• FIG. 3 shows the directions of sliding along the chassis in accordance with one embodiment of the invention.
• the chassis is designed to allow sliding movement in the direction along the line 2302 parallel to the fore and aft of the vehicle (first direction) , hence compressing the overall length of the vehicle.
• the chassis is designed to allow sliding movement along lateral directions 2304 (second direction) .
• the chassis is designed to allow sliding movement along both directions.
• each member or set of members of the chassis corresponds to a compartment.
• a first set of members corresponds to the fore compartment
• a second set of member corresponds to the passenger compartment
• a third member corresponds to the aft compartment.
• the first member is slidingly engaged with the second member and the second member is slidingly engaged with the third member.
• the members translate relative to each other, thereby compressing the overall length of the vehicle.
• the members are interconnected by fasteners.
• the fasteners comprise, for example, shear bolts or exploding bolts .
• the fasteners are designed to secure the chassis elements to one another under normal conditions and low speed collisions.
• the fasteners are further designed to fail under a defined load to permit the members to slide relative to one another during a high speed collision.
• the fasteners are adapted to fail under loads generated by a collision.
• the fasteners fail under loads generated by collision which exceeds the frame threshold force.
• the vehicle is designed to reduce the impact force by increasing the distance between a vehicle and an object of collision.
• the distance between the vehicle and object of collision is increased by repulsion forces. More preferably, the distance is increased using magnetic or electromagnetic repulsion forces.
• two oppositely polarized magnetic fields are generated at the point of collision, generating a force that repels the vehicle from the object of collision.
• Fig. 4a shows a simplified cross-sectional planar view of a vehicle in accordance with one embodiment of the invention.
• magnetic elements are disposed at and/or near an inner surface of the vehicle body 2401.
• the magnetic elements are provided at a plurality of locations.
• the magnetic elements are provided at the fore portion 2402a and aft portion 2402b of the vehicle body. More preferably, the magnetic elements are provided at the sides (2402c and 2402d) and fore and aft portions of the vehicle body.
• the magnetic elements are arranged with a first pole (e.g., South pole) directed toward the inner surface of the vehicle body.
• a second polarity e.g., North pole
• the vehicle body preferably comprises a magnetic material such as iron, cobalt, nickel, steel, or a combination thereof. Other types of suitable materials are also useful.
• the magnetic elements comprise electromagnets.
• the electromagnets comprise electromagnetic loops.
• a magnetic core is provided within the electromagnetic loops to increase the strength of the magnetic field.
• the magnetic core comprises, in one embodiment, a soft magnetic material such as iron.
• Current flows through the electromagnets in a defined direction to produce a uniform polarity around the vehicle body.
• power from the vehicle power system is used to activate the electromagnets.
• Fig. 4b shows the electrical connections within the vehicle body, in accordance with one embodiment of the invention.
• the vehicle power system comprises, for example, at least one battery unit 2510 and an alternator 2514.
• the battery unit provides power when the engine is idle, while the alternator is the primary source of power when the vehicle engine is running. Other types of power systems are also useful.
• the power system provides power to the electromagnets at points 2520. The electromagnets generate a uniform field around the vehicle body 2530 that will repel another vehicle or collision object having a similar uniform polarity.
• the power system provides power to the electromagnets when the object of collision is at close proximity with the vehicle.
• a control unit may be provided to activate the electromagnets in response to a signal. The signal can be generated by, for example, a proximity sensor, when an object of collision is detected within close proximity.
• all the power from the power system is diverted to safety features in the vehicle in the event of a collision.
• all the power from the power system is diverted to safety features in the vehicle in the event of a collision exceeding a collision threshold force.
• the collision threshold force in one embodiment, is equal to the force generated at about 20 - 30 mph. Other collision threshold forces are also useful, depending of design requirements.
• a converter in one embodiment, is employed to redirect the power from the vehicle to the safety systems. This ensures that, to the extent possible, occupants are protected from injuries.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Aviation & Aerospace Engineering (AREA)
• Body Structure For Vehicles (AREA)
• Superstructure Of Vehicle (AREA)

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Applications Claiming Priority (2)

Publications (2)

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ID=30011708

Family Applications (2)

Family Applications After (1)

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Cited By (1)

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Citations (4)

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• 2003
  • 2003-06-11 AU AU2003233123A patent/AU2003233123A1/en not_active Abandoned
  • 2003-06-11 WO PCT/IB2003/002407 patent/WO2004007243A2/en active Application Filing
  • 2003-06-11 AU AU2003241093A patent/AU2003241093A1/en not_active Abandoned
  • 2003-06-11 BR BRPI0313002-9A patent/BR0313002A/pt unknown
  • 2003-06-11 WO PCT/IB2003/002375 patent/WO2004007246A1/en not_active Application Discontinuation
  • 2003-06-11 JP JP2004520936A patent/JP2006510519A/ja not_active Withdrawn

Patent Citations (4)

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