CA1174325A - Magnetically biased velocity change sensor - Google Patents
Magnetically biased velocity change sensorInfo
- Publication number
- CA1174325A CA1174325A CA000375003A CA375003A CA1174325A CA 1174325 A CA1174325 A CA 1174325A CA 000375003 A CA000375003 A CA 000375003A CA 375003 A CA375003 A CA 375003A CA 1174325 A CA1174325 A CA 1174325A
- Authority
- CA
- Canada
- Prior art keywords
- mass
- passage
- sensing mass
- construction according
- sensor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
- G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
- G01P15/135—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values by making use of contacts which are actuated by a movable inertial mass
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/02—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses
- G01P15/08—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values
- G01P15/0891—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by making use of inertia forces using solid seismic masses with conversion into electric or magnetic values with indication of predetermined acceleration values
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H35/00—Switches operated by change of a physical condition
- H01H35/14—Switches operated by change of acceleration, e.g. by shock or vibration, inertia switch
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S200/00—Electricity: circuit makers and breakers
- Y10S200/29—Ball
Abstract
MAGNETICALLY BIASED
VELOCITY CHANGE SENSOR
ABSTRACT OF THE DISCLOSURE
A velocity change sensor comprises a body having a passage within which is a movable sensing mass normally maintained in an inactive position by a magnetic biasing force, but which is movable from its inactive position to an operating position in response to acceleration ex-ceeding the biasing force. Movement of the mass is fluid damped to delay its movement to the operating position for a period of time during which the acceleration must exceed the biasing force.
Figure 2
VELOCITY CHANGE SENSOR
ABSTRACT OF THE DISCLOSURE
A velocity change sensor comprises a body having a passage within which is a movable sensing mass normally maintained in an inactive position by a magnetic biasing force, but which is movable from its inactive position to an operating position in response to acceleration ex-ceeding the biasing force. Movement of the mass is fluid damped to delay its movement to the operating position for a period of time during which the acceleration must exceed the biasing force.
Figure 2
Description
1 1743~5 1 The invention relates to a velocity change sensor
2 of the kind especially adapted for use with an automotive
3 vehicle equipped with a passenger restraint, such as an
4 inflatable air bag, the sensor being operable in response to a change in velocity of the vehicle of predetermined B magnitude and duration to initiate operation of the re-7 straint and provide protection for an occupant of the 8 vehicle.
A sensor constructed in accordance with the in-11 vention has a movable acceleration sensing mass that is 12 magnetically biased to and maintained in an inactive 13 position until such time as it is subjected to accelera-14 ¦ tion in excess of the magnetic biasing force, whereupon the sensing mass may move from its inactive position 1~¦ toward a second position in which it is operable to ini-17 ¦ tiate operation of a restraining device. The movement 18 of the sensing mass toward its operative position is 19 damped, thereby ensuring that the restraint device will 20 ¦ not be actuated unless the change in velocity of the ve-21 ¦ hicle is of sufficient magnitude and occurs over a suffi-22¦ ciently short period of time to require operation of the 231 restraint to protect an occupant of the vehicle.
24 l It is generally accepted that an occupant of an 26 automotive vehicle is likely to be injured if the vehicle 27 ¦ is involved in a crash and is decelerated sufficiently 28 rapidly to cause the occupant to impact a structural 2~ part of the vehicle, such as the dashboard or windshield, s :17'1325 1 at about twelve miles per hour or more. If the occupant 2 is to be protected under these conditions, it is impera-tive that the velocity change of the vehicle be sensed 4 in such manner as to predict the existence of circum-stances which will lead to occupant injury and initiate ~ deployment of an occupant protective device in sufEicient 7 time to prevent the occupant's striking a structural part 8 of the vehicle at twelve or more miles per hour. On the 9 other hand, a vehicle may be subjected to a deceleration pulse of considerable magnitude, but the duration of such 11 a pulse may be insufficient to cause a twelve miles per 12 hour velocity change between the vehicle and the occupant.
13 In these circumstances, deployment of the restraining de-14 vice is unnecessary. Thus, an acceptable crash sensor is one which is capaple of distinguishing between accel-16 eration pulses in which occupant protection is and is not 17 required.
19 Crash sensors heretofore proposed for use in 2~ actuating vehicle occupant restraint systems are of three 21 kinds. One is an electronic sensor which has certain 22 cost objections. The second is a sensor based on iner-23 tial flow of a liquid, such as that described in U. S. A.
24 patent No. 3,889,130. The third is a sensor having an acceleration sensing mass on which a biasing force is ~6 imposed by a spring. Examples of spring biased sensors 27 appear in U. S. A. patent Nos. 3,380,046; 3,889,130;
28 3,974,350; 4.097,699; and 4,284,863.
2~ Spring biased sensors have achieved the greatest ~ ~7ds32~
1 acceptance, but the utilization of a spring for the initial 2 biasing force does have certain characteristics which must 3 be overcome. For example, the force required to compress 4 a compression spring increases as the spring is compressed.
Thus, the biasing force exerted on the sensing mass by a 6 relatively uncompressed spring is less than that exerted 7 when the spring is compressed. As a consequence, the 8 biasing force exerted by a spring on an acceleration sensing 9 mass varies in response to movement of the mass and, in particular, increases to a maximum during the acceleration 11 pulse, rather than being at a maximum at the beginning of 12 the pulse, as is preferable.
14 During acceleration due to certain kinds of crashes, it is possible that the vehicle may be braked so 16¦ that the crash acceleration, aoupled with that due to 17 ¦ braking, is sufficient to generate the twelve miles per 18 hour relative velocity between the vehicle and an occupant.
19¦ sraking alone of a vehicle, however, would not require 20 ¦ deployment of the occupant restraint. Thus, a velocity 21¦ change sensor used to activate a restraint device should 22 be one which is so constructed that it will not commence 23 ¦ operation until the acceleration to which it is subjected 24 ¦ is somewhat above the maximum obtainable from braking.
26 ¦ A common value used for the coefficient of braking 27 ¦ friction is 0.7. Thus, the maximum acceleration due to 28 ¦ braking may be considered to be 0.7 G, where G means ac-~0 celeration due to gravity. Occasionally, somewhat higher ~0 values have been measured, but it generally is assumed that braking acceleration will never exceed 1 G. On the other hand, it can be shown that, at a constant acceleration of 2.4Gs, a front passenger seat occupant of a typical larger vehicle will strike a structural part of the vehicle at a relative speed of twelve miles per hour after travelling twenty-four inches. It is desirable, therefore, that the initial bias on the crash sensor for such vehicles be no more than about 2.4 Gs. Constant acceleration pulses rarely occur in actual crash conditions. Nevertheless, it has been found that very reliable results can be achieved by imposing an initial biasing force on the sensor of less than 3 Gs, and preferably of about 2 Gs, and reducing the final biasing force on the sensor to about 1 G, thereby always maintaining a biasing force on the sensor greater than the acceleration due to braking.
In some of the smaller vehicles the distance between a front seat passenger and the vehicle's dashboard or a windshield is less than twenty-four inches. Sensors adapted for use in such vehicles will utilize a higher initial biasing force, but it does not appear that a biasing force of 5Gs need be exceeded.
A velocity change sensor construction in accordance with the present invention comprises a body having therein a passage containing fluid; a magnetically permeable sensing mass movably accommodated in said passage, the relative sizes of said mass and said passage establishing therebetween a clearance of such size as to restrict fluid f 1GW therethrough and damp movement of said mass; and a magnet carried by said body and exerting on said sensing mass an initial bias force of such magnitude as to ma:intain said sensing mass in an ~ 17432~
initial position at one end of said passage until said mass is subjected to another force due to acceleration in excess of such bias force and in a direction toward said one end of said passage whereupon said sensing mass is enabled to move from said initial position toward a second position adjacent the opposite end of said passage, the bias force exerted by said magnet on said sensing mass diminishin~ as the latter moves towards said second position but being of such magnitude as to return said mass to said initial position from any other position short of said second position.
Acceleration sensing apparatus constructed in accordance with a preferred embodiment of the invention is illustrated in the accompanying drawings, wherein:
Figure 1 is an elevational view of the apparatus in condition for installation on an automotive vehicle;
- 4a -~ ~l7~3~5 I1 Figure 2 is a transverse sectional view of the 2 apparatus removed from its casing and illustrating the 3 parts in positions they occupy when the apparatus is in-4 active;
Figure 3 is a sectional view taken on the line 6 3-3 of Figure 2, and also including a simplified 7 schematic wiring diagram;
8 Figure 4 is an end elevational view of the 9 apparatus as viewed along the lines 4-4 of Figure 2;
and 11 Figure 5 is a view like Figure 2, but illustrat-12 ing the parts of the apparatus in their active positions.
1~ Apparatus constructed in accordance with the invention is adapted for use in conjunction with an 16¦ automotive vehicle (not shown) and is accommodated within 17 a closed, metallic casing 1 having mounting ears 2 by 18¦ means of which the casing can be secured to the vehicle.
19 Extending from and secured to the casing is one end of 20 ¦ an insulating sheath 3 within which are electrical con-21¦ ductors ~ and 5 which form part of an electrical circuit 22¦ subsequently to be described. The interior configuration 231 of the casing 1 is complementary to the sensor apparatus 241 so as snugly to retain the latter within the casing.
26 The sensor apparatus is designated generally 27 by the reference character 6 and comprises a body 7 28 ¦ formed of suitable plastics material and having a cylinder 2~ 8 closed at one end by a wall 9. At the other end of the
A sensor constructed in accordance with the in-11 vention has a movable acceleration sensing mass that is 12 magnetically biased to and maintained in an inactive 13 position until such time as it is subjected to accelera-14 ¦ tion in excess of the magnetic biasing force, whereupon the sensing mass may move from its inactive position 1~¦ toward a second position in which it is operable to ini-17 ¦ tiate operation of a restraining device. The movement 18 of the sensing mass toward its operative position is 19 damped, thereby ensuring that the restraint device will 20 ¦ not be actuated unless the change in velocity of the ve-21 ¦ hicle is of sufficient magnitude and occurs over a suffi-22¦ ciently short period of time to require operation of the 231 restraint to protect an occupant of the vehicle.
24 l It is generally accepted that an occupant of an 26 automotive vehicle is likely to be injured if the vehicle 27 ¦ is involved in a crash and is decelerated sufficiently 28 rapidly to cause the occupant to impact a structural 2~ part of the vehicle, such as the dashboard or windshield, s :17'1325 1 at about twelve miles per hour or more. If the occupant 2 is to be protected under these conditions, it is impera-tive that the velocity change of the vehicle be sensed 4 in such manner as to predict the existence of circum-stances which will lead to occupant injury and initiate ~ deployment of an occupant protective device in sufEicient 7 time to prevent the occupant's striking a structural part 8 of the vehicle at twelve or more miles per hour. On the 9 other hand, a vehicle may be subjected to a deceleration pulse of considerable magnitude, but the duration of such 11 a pulse may be insufficient to cause a twelve miles per 12 hour velocity change between the vehicle and the occupant.
13 In these circumstances, deployment of the restraining de-14 vice is unnecessary. Thus, an acceptable crash sensor is one which is capaple of distinguishing between accel-16 eration pulses in which occupant protection is and is not 17 required.
19 Crash sensors heretofore proposed for use in 2~ actuating vehicle occupant restraint systems are of three 21 kinds. One is an electronic sensor which has certain 22 cost objections. The second is a sensor based on iner-23 tial flow of a liquid, such as that described in U. S. A.
24 patent No. 3,889,130. The third is a sensor having an acceleration sensing mass on which a biasing force is ~6 imposed by a spring. Examples of spring biased sensors 27 appear in U. S. A. patent Nos. 3,380,046; 3,889,130;
28 3,974,350; 4.097,699; and 4,284,863.
2~ Spring biased sensors have achieved the greatest ~ ~7ds32~
1 acceptance, but the utilization of a spring for the initial 2 biasing force does have certain characteristics which must 3 be overcome. For example, the force required to compress 4 a compression spring increases as the spring is compressed.
Thus, the biasing force exerted on the sensing mass by a 6 relatively uncompressed spring is less than that exerted 7 when the spring is compressed. As a consequence, the 8 biasing force exerted by a spring on an acceleration sensing 9 mass varies in response to movement of the mass and, in particular, increases to a maximum during the acceleration 11 pulse, rather than being at a maximum at the beginning of 12 the pulse, as is preferable.
14 During acceleration due to certain kinds of crashes, it is possible that the vehicle may be braked so 16¦ that the crash acceleration, aoupled with that due to 17 ¦ braking, is sufficient to generate the twelve miles per 18 hour relative velocity between the vehicle and an occupant.
19¦ sraking alone of a vehicle, however, would not require 20 ¦ deployment of the occupant restraint. Thus, a velocity 21¦ change sensor used to activate a restraint device should 22 be one which is so constructed that it will not commence 23 ¦ operation until the acceleration to which it is subjected 24 ¦ is somewhat above the maximum obtainable from braking.
26 ¦ A common value used for the coefficient of braking 27 ¦ friction is 0.7. Thus, the maximum acceleration due to 28 ¦ braking may be considered to be 0.7 G, where G means ac-~0 celeration due to gravity. Occasionally, somewhat higher ~0 values have been measured, but it generally is assumed that braking acceleration will never exceed 1 G. On the other hand, it can be shown that, at a constant acceleration of 2.4Gs, a front passenger seat occupant of a typical larger vehicle will strike a structural part of the vehicle at a relative speed of twelve miles per hour after travelling twenty-four inches. It is desirable, therefore, that the initial bias on the crash sensor for such vehicles be no more than about 2.4 Gs. Constant acceleration pulses rarely occur in actual crash conditions. Nevertheless, it has been found that very reliable results can be achieved by imposing an initial biasing force on the sensor of less than 3 Gs, and preferably of about 2 Gs, and reducing the final biasing force on the sensor to about 1 G, thereby always maintaining a biasing force on the sensor greater than the acceleration due to braking.
In some of the smaller vehicles the distance between a front seat passenger and the vehicle's dashboard or a windshield is less than twenty-four inches. Sensors adapted for use in such vehicles will utilize a higher initial biasing force, but it does not appear that a biasing force of 5Gs need be exceeded.
A velocity change sensor construction in accordance with the present invention comprises a body having therein a passage containing fluid; a magnetically permeable sensing mass movably accommodated in said passage, the relative sizes of said mass and said passage establishing therebetween a clearance of such size as to restrict fluid f 1GW therethrough and damp movement of said mass; and a magnet carried by said body and exerting on said sensing mass an initial bias force of such magnitude as to ma:intain said sensing mass in an ~ 17432~
initial position at one end of said passage until said mass is subjected to another force due to acceleration in excess of such bias force and in a direction toward said one end of said passage whereupon said sensing mass is enabled to move from said initial position toward a second position adjacent the opposite end of said passage, the bias force exerted by said magnet on said sensing mass diminishin~ as the latter moves towards said second position but being of such magnitude as to return said mass to said initial position from any other position short of said second position.
Acceleration sensing apparatus constructed in accordance with a preferred embodiment of the invention is illustrated in the accompanying drawings, wherein:
Figure 1 is an elevational view of the apparatus in condition for installation on an automotive vehicle;
- 4a -~ ~l7~3~5 I1 Figure 2 is a transverse sectional view of the 2 apparatus removed from its casing and illustrating the 3 parts in positions they occupy when the apparatus is in-4 active;
Figure 3 is a sectional view taken on the line 6 3-3 of Figure 2, and also including a simplified 7 schematic wiring diagram;
8 Figure 4 is an end elevational view of the 9 apparatus as viewed along the lines 4-4 of Figure 2;
and 11 Figure 5 is a view like Figure 2, but illustrat-12 ing the parts of the apparatus in their active positions.
1~ Apparatus constructed in accordance with the invention is adapted for use in conjunction with an 16¦ automotive vehicle (not shown) and is accommodated within 17 a closed, metallic casing 1 having mounting ears 2 by 18¦ means of which the casing can be secured to the vehicle.
19 Extending from and secured to the casing is one end of 20 ¦ an insulating sheath 3 within which are electrical con-21¦ ductors ~ and 5 which form part of an electrical circuit 22¦ subsequently to be described. The interior configuration 231 of the casing 1 is complementary to the sensor apparatus 241 so as snugly to retain the latter within the casing.
26 The sensor apparatus is designated generally 27 by the reference character 6 and comprises a body 7 28 ¦ formed of suitable plastics material and having a cylinder 2~ 8 closed at one end by a wall 9. At the other end of the
- 5 -11~4325 1 ¦ ody is an enlar~e~, cylindrical skirt 10 definin~ a 2 cylindrical chamber 11. Communicating with the chamber 3 11 is a bore 12 at the inner end of which is a groove 13 4 in which is accommodated a rubbery sealing ring 14. The inner surface of the end wall 9 is provided with a semi-
6 spherical, concave seat 15 for a purpose to be explained.
7 ¦ Fitted into the bore 12 and bearing against the seal 14
8 ¦ is a metallic sleeve 16 having a smooth inner surface
9 forming a linear passage 17.
11 Accommodated within the passage 17 is a spherical, 12 magnetically permeable, electrically conductive sensing 13 mass 18, the radius of which corresponds substantially to 14 that of the seat 15 and the diameter of which is slightly less than that of the passage 17.
17¦ Fixed in the chamber 11 is a cylindrical plug 18¦ 19 formed of electrically insulating material, the plug 19¦ being fixed in the chamber in any suitable manner, such as by cement, by ultrasonic welding, by crimping the rim 21 of the skirt 10, or a combination thereof. One side of 22¦ the plug '9 bears snugly against the sleeve 16 so as to 231 maintain the latter tightly against the seal 14. That 241 side of the plug 19 which confronts the sleeve 16 is provided with a diametral slot 20, the base 21 of which 26 is flat. The slot 20 forms two upstanding ears 22 at 27 ¦ the central portion of each of which is a spherical re-28 cess 23, the radius of each of which corresponds sub-2~ ¦ stantially to that of the seat 15. The recesses 23 ~0 117432~
1 together form a seat 15a, like the seat 15, but at the 2 opposite end of the body 7.
4 The upstanding ears 22 of the plug 19 are cut away adjacent opposite ends of the base 21 to accommo-6 ¦ date electrically conductive terminals 24 and 25 that 7 are fixed to the plug by rivets 26 or the like. Forming 8 an integral part of the terminal 24 is a springy contact 9 ¦ blade 27 that is configured in such manner as to locate its free end near the mouth of the passage 17 and in the 11 path of movement of the mass 18. The terminal 25 includes 12 a similar contact blade 28, similarly oriented, the free 13 ends of the blades 27 and 28 being spaced by a gap 29.
To the terminal 25 is joined one end of the con-16¦ ductor 4, the opposite end of which is adapted for connec-17 tion to an energy source, such as a battery 30. The con-18¦ ductor 5 is connected at one end to the other terminal 24 19¦ and is adapted to have its other end connected to an oper-20 ¦ ator 31 of known construction that is operable to acti-21¦ vate a passenger restraining device 32 such as an inflat-22¦ able air bag.
23 l 24 ¦ Means is provided for applying a magnetic biasing force on the mass 18 and comprises an annular magnet 33 26 ¦ having a venturi-like opening 34 therethrough in which is 27 ¦ received a mounting ferrule 35 forming part of the body 28 7 and projecting beyond the wall 9. The magnet 33 may be 2~ maintained snugly in abutting relation with the body wall 3~
li~?4325 1 9 by outwardly swaging or expanding the free end of the 2 ferrule 35.
4 To condition the apparatus for operation the sensor mechanism is fitted into the casing 1 and the latter is ~ fixed to a vehicle with the longitudinal axis of the pas-7 sage 17 parallel or at a predetermined angle to the longi-8 tudinal axis of the vehicle, and with the magnet 33 facing 9 toward the rear of the vehicle. The conductors 4 and 5 then may be connected in circuit with the battery 30, the 11 operator 31, and the restraint 32 as is indicated in Figure 12 3.
14 The magnet 33 will exert a magnetically attrac-tive force on the sensing mass 18 so as normally to retain 16 the latter in an initial, inactive position on the seat 15 17 at the closed end of the passage 17.
19¦ If the vehicle on which the sensor is mounted is 20 ¦ traveling in the direction of the arrow _ (Figure 2) the 21¦ sensing mass 18 will remain in its initial position until 22¦ such time as the vehicle experiences an acceleration pulse 231 in the direction of the arrow b greater than the biasing 24 ¦ force exerted on the mass 18 by the magnet 33. If such 25 ¦ acceleration pulse is of sufficient magnitude and duration, 26 ¦ the sensing mass 18 will move from the position shown in 27 ¦ Figure 2 to an operating position, shown in Figure 5, in 28 ¦ which the mass engages and hridges the contact blades 27 2~ and 28 and completes an electrical circuit from the energy ~0 I
117'1325 1 source 30 to the operator 31 so as to activate the re-2 straint device 32.
4 In a sensor constructed in accordance with the invention the strength of the magnet 33, the weight and ~ the magnetic permeability of the sensing mass 18, and the 7¦ distance between the mass and the magnet when the mass is 81 in its initial position should be so proportioned that 9 the attractive force exerted on the mass by the magnet is no greater than about 5 Gs, and preferably is about 2 Gs.
11 -These values also should be so proportioned that, when the 12 mass 18 has moved through the passage 17 and away from the magnet a distance sufficient to enable the mass to en-14 gage and bridge the contact blades 27 and 28, the attrac-tive force exerted on the mass by the magnet will have 18¦ been reduced to about 1 G.
18 As has been indicated earlier, not all accelera 19¦ tion pulses exceeding the threshold bias force exerted 20 ¦ by the magnet on the mass 18 necessitate actuation of 21¦ the restraint device 32. Accordingly, a sensor constructed 22¦ in accordance with the invention provides for damping the 231 movement of the mass 18 so as to ensure that the restraint 24 ¦ device will not be actuated unless the acceleration pulse 25 ¦ not only exceeds the magnetic biasi.ng force, but also en-26 ¦ dures for a period of time (and thus a velocity change) 27 ¦ sufficient to require dep].oyment of the restraint to pre-28 vent injury to an occupant. The velocity change required 2~ for initiation of deployment is readily calculable for ~0 _ g _ 117~l~3~
1 various size sensors of the kind disclosed wherein the 2 damping force is proportional to the velocity of the 3 sensing mass, thus enabling the sensor to become an in-4 tegrator in which the position of the sensing mass is pro-portional to the velocity change experienced by the sensor.
7 Damping of the movement of the sensing mass 18 is 8 achieved by proportioning the diameters of the passage 17 9 and the mass 18 so that there is a clearance between the mass and the passage. The clearance is selected with 11 reference to the desired velocity change, the size and 12 weight of the mass, the length of the passage, and the fluid 13 occupying the passage, i.e., whether the fluid is liquid, 14 air, or other gas. The clearance is of such size as to restrict the flow of fluid therethrough as the mass 18 16¦ traverses the passage 17, thereby enabling the fluid to 17 damp movement of the mass. It is preferred that the size 18 of the clearance be such as to cause viscous, rather than 19¦ inertial, flow of the fluid through the clearance.
21¦ Since a sensor associated with an automotive 22¦ vehicle will be subjected to wide temperature variations 23¦ the parts from which the sensor is constructed should be 241 relatively unaffected by, or be capable of compensating for, such temperature changes. The low initial magnetic 26 ¦ biasing force in the present sensor construction, as 27 ¦ compared to crash acceleration forces, makes possible the 28 ¦ use of a relatively low cost unoriented ceramic magnet.
2~ Oriented ceramic, rare earth, alnico, or other magnets ~0 I
,1 ~174325 1 could be used, but the availability and thermal stability 2 of such magnets may not justify their higher cost~
4 The utilization of a ceramic magnet of annular configuration not only provides a convenient manner of mounting the magnet on the sensor body, but also enables 7 the low ratio of initial to final bias values to be 8 achieved.
The sleeve 16 preferably is constructed of metal, 11 such as non-magnetic stainless steel, thereby resulting 12 in a sensor that is considerably more rugged than sensors 13 of the kind using glass cylinders, for example. The dis-14 similar metals used for the sensing mass and the sleeve are chosen to cause the clearance between them to vary with 1~ temperature to compensate for viscosity changes of the 17 damping fluid due to temperature changes.
1~ , 19 Of considerable importance in the construction of a crash sensor of the kind herein referred to is the 21 period of time that the contact blades 27 and 28 are 22 bridged. Obviously, the contact blades must be bridged 23 for a sufficient length of time to enable operation of 24 the restraint instrumentality when required. It is im-portant, therefore, that the sensing mass 18 be prevented 26 from rebounding immediately following engagement with the 27 contact blades.
2~ In the present construction the mass 18 will be ~` 17'1325 1 virtually wholly within the passage 17 at the time the 2 mass first engages either or both of the contact blades 3 27 and 28. The motion of the mass toward the contact 4 blades, therefore, will continue to be damped by the fluid.
Thus, the energy available for rebounding is less than 6 ¦ would be the case if movement of the mass were not damped.
8 In the construction illustrated in the drawings, 9 the dimensions of the parts of the sensor are such that, when the mass bottoms on the plug 19, a little more than 11 one half the mass 18 will have emerged from the sleeve 16, 12 as is indicated in Figure 5, thereby enlarging the clear-13 ¦ ance between the mass and the passage 17 and enabling 14¦ equalization of the pressures in the chamber 11 and the passage 17. When the mass rebounds and commences return 16 ¦ movement toward the initial position, the smaller, 17 ¦ restrictive clearance will be reestablished, thereby 18 enabling the fluid once again to damp movement of the mass 19 ¦ so as to prolong engagement of the mass with the contact 20 ¦ blades 27 and 28.
21 l 22 ¦ By varying the length of the sleeve 16 from that 23 ¦ shown in Figure 5, or by spacing the contact blades 27 and 24 ¦ 28 more to the left of the sleeve 16, it is possible to 25 ¦ effect equalization of the pressures in the chamber 11 and 26 ~he passage 17 at any time between bottoming of the mass 18 27 on the plug 19, as explained above, and initial engagement 28 ¦ of the mass with the contact blades 27 and 28. A sensor 2~ ¦ according to the invention, therefore, is adaptable to a number of different locations on a vehicle.
117~325 1 The disclosed embodiment is representative of a 2 presently preferred form of the invention, but is intended 3 to be illustrative rather than definitive thereof. The 4 invention is defined in the claims.
ol G ¦
2243 ~
11 Accommodated within the passage 17 is a spherical, 12 magnetically permeable, electrically conductive sensing 13 mass 18, the radius of which corresponds substantially to 14 that of the seat 15 and the diameter of which is slightly less than that of the passage 17.
17¦ Fixed in the chamber 11 is a cylindrical plug 18¦ 19 formed of electrically insulating material, the plug 19¦ being fixed in the chamber in any suitable manner, such as by cement, by ultrasonic welding, by crimping the rim 21 of the skirt 10, or a combination thereof. One side of 22¦ the plug '9 bears snugly against the sleeve 16 so as to 231 maintain the latter tightly against the seal 14. That 241 side of the plug 19 which confronts the sleeve 16 is provided with a diametral slot 20, the base 21 of which 26 is flat. The slot 20 forms two upstanding ears 22 at 27 ¦ the central portion of each of which is a spherical re-28 cess 23, the radius of each of which corresponds sub-2~ ¦ stantially to that of the seat 15. The recesses 23 ~0 117432~
1 together form a seat 15a, like the seat 15, but at the 2 opposite end of the body 7.
4 The upstanding ears 22 of the plug 19 are cut away adjacent opposite ends of the base 21 to accommo-6 ¦ date electrically conductive terminals 24 and 25 that 7 are fixed to the plug by rivets 26 or the like. Forming 8 an integral part of the terminal 24 is a springy contact 9 ¦ blade 27 that is configured in such manner as to locate its free end near the mouth of the passage 17 and in the 11 path of movement of the mass 18. The terminal 25 includes 12 a similar contact blade 28, similarly oriented, the free 13 ends of the blades 27 and 28 being spaced by a gap 29.
To the terminal 25 is joined one end of the con-16¦ ductor 4, the opposite end of which is adapted for connec-17 tion to an energy source, such as a battery 30. The con-18¦ ductor 5 is connected at one end to the other terminal 24 19¦ and is adapted to have its other end connected to an oper-20 ¦ ator 31 of known construction that is operable to acti-21¦ vate a passenger restraining device 32 such as an inflat-22¦ able air bag.
23 l 24 ¦ Means is provided for applying a magnetic biasing force on the mass 18 and comprises an annular magnet 33 26 ¦ having a venturi-like opening 34 therethrough in which is 27 ¦ received a mounting ferrule 35 forming part of the body 28 7 and projecting beyond the wall 9. The magnet 33 may be 2~ maintained snugly in abutting relation with the body wall 3~
li~?4325 1 9 by outwardly swaging or expanding the free end of the 2 ferrule 35.
4 To condition the apparatus for operation the sensor mechanism is fitted into the casing 1 and the latter is ~ fixed to a vehicle with the longitudinal axis of the pas-7 sage 17 parallel or at a predetermined angle to the longi-8 tudinal axis of the vehicle, and with the magnet 33 facing 9 toward the rear of the vehicle. The conductors 4 and 5 then may be connected in circuit with the battery 30, the 11 operator 31, and the restraint 32 as is indicated in Figure 12 3.
14 The magnet 33 will exert a magnetically attrac-tive force on the sensing mass 18 so as normally to retain 16 the latter in an initial, inactive position on the seat 15 17 at the closed end of the passage 17.
19¦ If the vehicle on which the sensor is mounted is 20 ¦ traveling in the direction of the arrow _ (Figure 2) the 21¦ sensing mass 18 will remain in its initial position until 22¦ such time as the vehicle experiences an acceleration pulse 231 in the direction of the arrow b greater than the biasing 24 ¦ force exerted on the mass 18 by the magnet 33. If such 25 ¦ acceleration pulse is of sufficient magnitude and duration, 26 ¦ the sensing mass 18 will move from the position shown in 27 ¦ Figure 2 to an operating position, shown in Figure 5, in 28 ¦ which the mass engages and hridges the contact blades 27 2~ and 28 and completes an electrical circuit from the energy ~0 I
117'1325 1 source 30 to the operator 31 so as to activate the re-2 straint device 32.
4 In a sensor constructed in accordance with the invention the strength of the magnet 33, the weight and ~ the magnetic permeability of the sensing mass 18, and the 7¦ distance between the mass and the magnet when the mass is 81 in its initial position should be so proportioned that 9 the attractive force exerted on the mass by the magnet is no greater than about 5 Gs, and preferably is about 2 Gs.
11 -These values also should be so proportioned that, when the 12 mass 18 has moved through the passage 17 and away from the magnet a distance sufficient to enable the mass to en-14 gage and bridge the contact blades 27 and 28, the attrac-tive force exerted on the mass by the magnet will have 18¦ been reduced to about 1 G.
18 As has been indicated earlier, not all accelera 19¦ tion pulses exceeding the threshold bias force exerted 20 ¦ by the magnet on the mass 18 necessitate actuation of 21¦ the restraint device 32. Accordingly, a sensor constructed 22¦ in accordance with the invention provides for damping the 231 movement of the mass 18 so as to ensure that the restraint 24 ¦ device will not be actuated unless the acceleration pulse 25 ¦ not only exceeds the magnetic biasi.ng force, but also en-26 ¦ dures for a period of time (and thus a velocity change) 27 ¦ sufficient to require dep].oyment of the restraint to pre-28 vent injury to an occupant. The velocity change required 2~ for initiation of deployment is readily calculable for ~0 _ g _ 117~l~3~
1 various size sensors of the kind disclosed wherein the 2 damping force is proportional to the velocity of the 3 sensing mass, thus enabling the sensor to become an in-4 tegrator in which the position of the sensing mass is pro-portional to the velocity change experienced by the sensor.
7 Damping of the movement of the sensing mass 18 is 8 achieved by proportioning the diameters of the passage 17 9 and the mass 18 so that there is a clearance between the mass and the passage. The clearance is selected with 11 reference to the desired velocity change, the size and 12 weight of the mass, the length of the passage, and the fluid 13 occupying the passage, i.e., whether the fluid is liquid, 14 air, or other gas. The clearance is of such size as to restrict the flow of fluid therethrough as the mass 18 16¦ traverses the passage 17, thereby enabling the fluid to 17 damp movement of the mass. It is preferred that the size 18 of the clearance be such as to cause viscous, rather than 19¦ inertial, flow of the fluid through the clearance.
21¦ Since a sensor associated with an automotive 22¦ vehicle will be subjected to wide temperature variations 23¦ the parts from which the sensor is constructed should be 241 relatively unaffected by, or be capable of compensating for, such temperature changes. The low initial magnetic 26 ¦ biasing force in the present sensor construction, as 27 ¦ compared to crash acceleration forces, makes possible the 28 ¦ use of a relatively low cost unoriented ceramic magnet.
2~ Oriented ceramic, rare earth, alnico, or other magnets ~0 I
,1 ~174325 1 could be used, but the availability and thermal stability 2 of such magnets may not justify their higher cost~
4 The utilization of a ceramic magnet of annular configuration not only provides a convenient manner of mounting the magnet on the sensor body, but also enables 7 the low ratio of initial to final bias values to be 8 achieved.
The sleeve 16 preferably is constructed of metal, 11 such as non-magnetic stainless steel, thereby resulting 12 in a sensor that is considerably more rugged than sensors 13 of the kind using glass cylinders, for example. The dis-14 similar metals used for the sensing mass and the sleeve are chosen to cause the clearance between them to vary with 1~ temperature to compensate for viscosity changes of the 17 damping fluid due to temperature changes.
1~ , 19 Of considerable importance in the construction of a crash sensor of the kind herein referred to is the 21 period of time that the contact blades 27 and 28 are 22 bridged. Obviously, the contact blades must be bridged 23 for a sufficient length of time to enable operation of 24 the restraint instrumentality when required. It is im-portant, therefore, that the sensing mass 18 be prevented 26 from rebounding immediately following engagement with the 27 contact blades.
2~ In the present construction the mass 18 will be ~` 17'1325 1 virtually wholly within the passage 17 at the time the 2 mass first engages either or both of the contact blades 3 27 and 28. The motion of the mass toward the contact 4 blades, therefore, will continue to be damped by the fluid.
Thus, the energy available for rebounding is less than 6 ¦ would be the case if movement of the mass were not damped.
8 In the construction illustrated in the drawings, 9 the dimensions of the parts of the sensor are such that, when the mass bottoms on the plug 19, a little more than 11 one half the mass 18 will have emerged from the sleeve 16, 12 as is indicated in Figure 5, thereby enlarging the clear-13 ¦ ance between the mass and the passage 17 and enabling 14¦ equalization of the pressures in the chamber 11 and the passage 17. When the mass rebounds and commences return 16 ¦ movement toward the initial position, the smaller, 17 ¦ restrictive clearance will be reestablished, thereby 18 enabling the fluid once again to damp movement of the mass 19 ¦ so as to prolong engagement of the mass with the contact 20 ¦ blades 27 and 28.
21 l 22 ¦ By varying the length of the sleeve 16 from that 23 ¦ shown in Figure 5, or by spacing the contact blades 27 and 24 ¦ 28 more to the left of the sleeve 16, it is possible to 25 ¦ effect equalization of the pressures in the chamber 11 and 26 ~he passage 17 at any time between bottoming of the mass 18 27 on the plug 19, as explained above, and initial engagement 28 ¦ of the mass with the contact blades 27 and 28. A sensor 2~ ¦ according to the invention, therefore, is adaptable to a number of different locations on a vehicle.
117~325 1 The disclosed embodiment is representative of a 2 presently preferred form of the invention, but is intended 3 to be illustrative rather than definitive thereof. The 4 invention is defined in the claims.
ol G ¦
2243 ~
Claims (14)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A velocity change sensor construction compris-ing a body having therein a passage containing fluid; a magnetically permeable sensing mass movably accommodated in said passage, the relative sizes of said mass and said passage establishing therebetween a clearance of such size as to restrict fluid flow therethrough and damp movement of said mass; and a magnet carried by said body and exerting on said sensing mass an initial bias force of such magnitude as to maintain said sensing mass in an initial position at one end of said passage until said mass is subjected to another force due to acceleration in excess of such bias force and in a direction toward said one end of said passage whereupon said sensing mass is enabled to move from said initial position toward a second position adjacent the opposite end of said passage, the bias force exerted by said magnet on said sensing mass diminishing as the latter moves toward said second position but being of such magnitude as to return said mass to said initial position from any other position short of said second posi-tion.
2. A construction according to claim 1 wherein said fluid is a gas.
3. A consruction according to claim 2 wherein said gas is air.
4. A construction according to claim 1 wherein said initial bias force is not more than about 5 Gs.
5. A construction according to claim 1 wherein said initial bias force is about 2 Gs.
6. A construction according to claim 1 wherein the magnetic bias force exerted on said sensing mass as the latter approaches said second position is never less than about 1 G.
7. A construction according to claim 1 wherein said one end of said passage is closed.
8. A construction according to claim 1 wherein said body is mounted on a vehicle capable of exerting on said sensing mass a maximum acceleration force due to braking, and wherein the magentic bias force exerted by said magnet on said sensing mass regardless of the position thereof in said passage always is in excess of said maximum acceleration force due to braking.
9. A sensor construction according to claim 1 wherein said one end of said passage is closed and wherein the initial position of said sensing mass is adjacent said closed end of said passage.
10. A sensor construction according to claim 1 wherein said sensing mass is spherical.
11. A sensor according to claim 5 wherein said passage is of such length that as said sensing mass reaches said second position more than one half of said sensing mass has emerged from said passage.
12. A sensor construction according to claim 1 including actuating means adapted for connec-tion to an instrumentality to be operated, said actuating means extending into the path of movement of said sensing mass toward said second position for engagement by said sensing mass in response to move-ment of the latter a predetermined distance from its initial position.
13. A sensor construction according to claim 12 wherein said actuating means comprises electrically conductive, normally open switch means engageable by said sensing mass.
14. A sensor construction according to claim 13 wherein said sensing mass is formed of electrically con-ductive material.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/144,835 US4329549A (en) | 1980-04-29 | 1980-04-29 | Magnetically biased velocity change sensor |
| US144,835 | 1988-01-15 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1174325A true CA1174325A (en) | 1984-09-11 |
Family
ID=22510360
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000375003A Expired CA1174325A (en) | 1980-04-29 | 1981-04-08 | Magnetically biased velocity change sensor |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4329549A (en) |
| JP (1) | JPS57813A (en) |
| CA (1) | CA1174325A (en) |
| DE (1) | DE3115630A1 (en) |
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-
1980
- 1980-04-29 US US06/144,835 patent/US4329549A/en not_active Expired - Lifetime
-
1981
- 1981-04-08 CA CA000375003A patent/CA1174325A/en not_active Expired
- 1981-04-18 DE DE19813115630 patent/DE3115630A1/en not_active Ceased
- 1981-04-28 JP JP6354281A patent/JPS57813A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPH038051B2 (en) | 1991-02-05 |
| DE3115630A1 (en) | 1982-04-01 |
| JPS57813A (en) | 1982-01-05 |
| US4329549A (en) | 1982-05-11 |
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