Note: Descriptions are shown in the official language in which they were submitted.
CA 02425617 2010-10-25
2,425,617; Docket No; PD6B
DEVICE FOR REGISTERING SEAT-BELT USAGES AND
SERVICE-LIFE/WEAR OF RESTRAINT SYSTEMS
BACKGROUND OF THE INVENTION
1. Field of the Invention:
It is an object of the present invention to provide for a transport system,
equipped with restraint
systems,
= a device for monitoring and recording the users and non-users of seat belt
during a journey and in
the event of a real-world accident, increasing the seat-belt use rate (rate of
the use of seat-belts)
and determining the service-life and wear of each restraint system and
a method for protecting the chain of evidence and data from manipulation.
2. Description of the Related Art:
It is known in the prior art to provide a device ref to US 4,702,492 for a
motor vehicle to deliver
evidence of manipulation, or use and/ or non-use of the seat belts in an
accident, devices ref. to US
4,667,336, US 5,119,407 and US 6,204,757 for a motor vehicle to detect the
seat belt usages and a
device ref. to DE-U 296 13 291 for an aeroplane to detect the seat-belt
usages.
In order to formulate in single terminology a generalized definition for the
proper term Is presented:
Definition: Proper Term:
'transport system" motor vehicle (car, school-bus, bus, truck), train
(commuter train)
or aeroplane
"time-dependent differentiation yaw-speed õA" about the zs-axis, pitch-speed
õAõ" about the xs-
of rotatory angle õAX', Ay" and axis and roll-speed Ay" about the ys-axis of
the point of gravity "S"
,A= of transport system (Fig. 2) or yaw-acceleration õAz", roll-
acceleration Ay" and Pitch-acceleration
"accelerometer" sensor 52, 52a or control device 55
"belt-protraction markers" colours, codes, metal strips or patterns,
"accident" an event in which an accident almost occurs, an arbitrary
collision,
a real-world accident, a multi-crash, a multi-turbulence or an in-
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flight turbulence (incident, vibrations)
'identification markers' different colours or different widths or different
patterns
"belt user" passenger (baby, child or adult) using a seat belt
"first belt user" driver, captain or one of the passengers, acting as the
first belt
user, buckles up in a journey.
'storage medium" storage disc 92a, storage medium 92 or RAM 80,1 of a micro
processor
'voice" sound or spoken message
Passengers must buckle up when travelling with a motor vehicle, with the
exception of school-
busses and busses, or during a turbulence-related flight of an aeroplane. It
is well known to provide
two-point or lap seat belts for mid-portions of the rear seats of vehicles as
well as for aeroplane seats.
The protective effect of this lap seat belt is far less than that of a three-
point seat belt in accidents.
Unfortunately, three-point seat belt insufficiently restrains the
unsymmetrically belted passenger in
accidents.
Moreover, by the definition of "submarining" the restrained passenger
submarines (slips downward)
under his seat belt thus negating the protective effect of the seat belt.
Traffic experts could refer it to
the passenger of having unbelted.
Ref. to DE-U 296.13 291 a belt assembly is provided with a sensor which
registers the latch plate
inserted therein and the home position of seat backrest is registered by
another sensor. In order to
manipulate it 600 passengers of an AIRBUS A380, standing in front of their
respective seats, insert
their latch plates into the corresponding belt assemblies, move their
corresponding seat backrests to
the home position and, for example, go to dancing In the disco hall despite
captain's urgent request
"take your seat and buckle up'.
US 4,702,492 (DE -A 35 13 339) teaches a buckle assembly, equipped with a
device, which verifies
manipulation (tampering), use and non-use of the seat belts in an accident. It
comprises a low-pass
filter, a belt switch, wired to a fuse and a measuring cell (pull switch),
wined to another fuse. In an
accident the cell, measuring the belt force, resulting from the mass inertia
force of the restrained
passenger, permits the current to flow to the fuse and blow it when exceeding
a predetermined mass
inertia force, serving as a threshold value. In an accident the sensor emits
an electrical signal via the
low-pass filter to the cell- and belt switch entrance, thus resulting in one
of four cases, which depends
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on the state of both fuses in order to determine a manipulation or use or non-
use of the seat belt. The
use of seat belt is verified when the fuse of the cell Is melted while the
fuse of the belt switch remains
intact. In the following cases no evidence is found because in accidents the
fuse of the cell remains
intact due to
- less mass inertia force of a child, a woman or a 70 kg heavy man, when the
cell is adapted to a
150 kg heavy, obese man, or
- crash speeds, when far lower than a crash-speed of, for example 120 km/h set
for the cell.
Ref. to the German Newspaper Frankfurter Allgemeine Zeitung of 10/07/2001 Ford
Corp. recalled 1.4
million motor-vehicles, built in 2001, due to defective plug-in connection of
latch plates to conventional
buckle assemblies. Parts of conventional buckle assembly and shock-proof
device and additional
parts such as the measuring cell, series of connection and fuses are not fit
Into the conventional
housing. To accommodate all those parts a bigger housing has to be designed.
The following
drawbacks surface therefrom:
- New buckle assemblies must undergo extensive, long-term, expensive tests to
ensure they are
shock-proof in accidents.
- Buckle assemblies, designed with all those features, are increasingly prone
to failure associated
with costly recall actions and repair. In particular, US-Courts won't accept
such evidence because it
isn't always reliable.
-- The sensor of a nineteen-month old, Ã140,000 expensive MB SL 55 AMG, when
hitting the rear
section of a car at 50 to 80 km/h, failed to bigger the front airbags
[U26080421. What is the use of
installing the device when the fuses of all the users and non-users of seat
belt remain intact?
Which car corp. dares to risk damages of millions of dollars per victim, loss
of image and sales in
USA and large expenditures to develop new buckle assemblies and install the
unreliable devices in
motor vehicles, where the outcome is unsure and the device is unreliable?
The inventors soon realized that manipulation and/or user-errors render the
evidence useless.
Manipulation and/or user-errors, resulting from Inserting the latch plate 9
into the buckle assembly 9.1,
are referred to In four or eight cases, listed in Table 1 or 2 of US
4,702,492. In case of 600 passengers
of an AIRBUS A380, 2,400 or 4,800 cases must be monitored. The time-consuming
check is
expensive.
Both US 5,119,407 and US 4,667,336 teach a detection of seat-belt usage and an
odometer
therefor. The car owner with a large number of seat-belt usages should be
rewarded with an incentive
to pay less for the car insurance premium. A current line is arranged along
each belt portion of the
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latch plate and buckle assembly. When plug-in connected, current, flowing
therethrough, actuates the
counter. Unfortunately, manipulation can easily be done by plug-in connection
in innumerable times.
In response to large forward motion of a belted, heavy passenger both belt
portions elongate, thus
tearing both current lines apart.
Ref. to US 6,204,757 B1 a device comprises
1. belt switches 9.5, 9.5a for registering seat-belt usages,
2. a Hall sensor 30 for registering the vehicle speed,
3. a GPS-unit receiver 50 for registering the position of the vehicle and
4. a program 80.3 to process the seat-belt usages, speed and position in data,
to store them in a
storage medium 80.1, 92a and to retrieve them.
In contrary to the inventors of US 4,702,492 the inventors do not address how
to detect the proof of
use and non-use of seat belts when manipulated by swindlers In very short time
[A9].
Passengers, having no intention to buckle up, take their seats after having
inserted the latch plates
into the respective buckle assemblies. Due to lack of a control device ref. to
Claim 5 or 6 for yielding a
is second proof of use and non-use of seat belts, courts are unable to return
unambiguous verdicts.
New data of use and non-use of seat belts are not recorded when the storage
medium is full.
What is the benefit of having the first proof of use and non-use of seat belts
when the seat belts, for
example of Johnson [A12], are torn apart in accidents? See explanation in
Chaps. A and G3. This
makes clear how important it is to determine the service-life of all seat
belts and issue a warning to
replace worn parts.
Obviously, court-incontestable (tamperproof) evidence of the users of seat
belts is missing in the
following cases in the event of accidents:
- When the steering wheel and steering column are totally deformed by the head
of driver, thrown
forward, the traffic experts presume that the driver had not used the seat
belt in the accident, A
microscopic investigation confirms the blocking traces on the surfaces of belt
portion 1.4, which
was jammed (blocked) by the locking mechanism 14 during a forceful protraction
of belt portions
1.2, 1.3 by the belt tightener 190 in the front collision. However, such
investigation results are
questionable because these traces could be caused by soft clampings of both
clamping shoes
before the collision took place.
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- When traces, resulting from the friction of the belt portion on the surface
of a plastic material 9.11a
of latch plate 9, are not detected, traffic experts are used to make verdicts
that passengers were
unbelted.
- By great energy during a turbulence-related flight the unbelted passengers
as well as the majority
of passengers, belted by life-threatening lap belts, are severely/fatally
injured. After the rescue and
medical treatment no one of the flight personnel can remember anymore who had
been unbelted.
The airline has no choice but to pay all the medical expenses of all injured
passengers, some of
them ignored the request to buckle up, and the fines, set by US-Courts. The
unbelted passengers
were not recorded during the flight.
Upon the restraint of the passenger the belt portion, deflected by the D-ring,
is retracted or
protracted by the belt retractor having a locking mechanism, which is
activated in excess of the
respective threshold values in order to intercept the upper part of his body,
thrown forward, thus
- softly (gently) clamping the belt portion in response to low deceleration
when driving slowly or
blocking the belt portion in response to high deceleration in an accident or
when driving fast.
In the bench test belt retractors must pass 100,000 belt protractions and
locking mechanisms 20,000
blockings under the periodical load of 300 N. In the 50 % offset crash tests
of various European
vehicles at 55 km/h belt forces are measured from 3,000 to 9,130 N while
airbags are optimally
deployed. In response to fast, hectic driving a great number of blockings
under large belt forces is
expected. The seat belt and the pair of clamping shoes (clamping rolls) of the
locking mechanism
show strong wear, which substantially impairs the protective function, thus
enlarging the forward
motion of the upper part of body in the front collision during which the head
is crushed by the properly
inflating airbag and/or deforms the steering wheel or the A-post section. The
head is
massively/severely injured [U170301]. When both surfaces of the belt webbing
are wom, the friction
coefficients, to block the belt webbing by the damping shoes, significantly
decrease, for example from
0.8 to 0.1. Due to lack of blocking restraint systems are incapable of
restraining passengers in
accidents. In the event of a rollover they, being easily freed from the
respective restraints, are thrown
against members of the vehicle or aeroplane. No Administrations determine the
service-life and wear
of restraint systems, hence, car-, aeroplane manufacturers or airlines are
responsible for the failure
thereof.
A known control device, disclosed in DE -A 43 40 719, senses the yaw-speed of
motor vehicle and
attempts to control the vehicular direction by asymmetrical braking, if the
motor vehicle is out of control
due to the driver or cross wind.
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There are no laws (regulations) to specify the service-life and wear of the
parts of restraint systems
as well as the replacement of their parts, worn due to rage-driving and
emergency stops or to great
forces in real-world accidents!
SUMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to provide for a
transport system
- a device for monitoring and recording the users and non-users of seat belt
and the service-life as
well as wear of restraint systems, generating a chain of evidence of use and
non-use of seat belts,
data and accident data and increasing the seat-belt use rate as well as
- a method for protecting the evidence, the chain thereof and the data from
manipulation.
A second object of the present Invention resides in a method to exploit
existing parts, which are
already put into use In motor vehicles or aeroplanes, for further application
in order to save Research-
and Development work, lower manufacturing costs and increase the reliability
of the device.
1s It has already occurred many times that airbags were not deployed in front-
and side collisions or
airbags were falsely deployed when cars travelled over bumpy roads. In
general, airbags are not
deployed in a rollover accident or In the event of rear collision, except
Volvo S80, which is equipped
with a sensor to sense a rear collision in order to operate the WHIPS devices
for driver and co-driver.
Unfortunately, the false deployment of both front airbags of Volvo S80 in the
flat-barrier crash test at 5
mph, conducted by IIHS (Insurance Institute for Highway Safety) in USA, raises
the question of the
reliability of sensors, Moreover, the recalls of, in particular, premium cars
and premium sport cars with
over 150,000 Ã price tag, confirm the unreliability of sensors, electronics
and/or software. Defective
plug connection, defective software and/or defective electronics were the
reasons for the non- or false
deployment of airbags. For sure, any sensor-dependent device delivers no
evidence in rear collisions
or rollover accidents due to lack of sensors or In accidents due to the above-
mentioned defects. In
contrast the device 30 is capable of determining the service-life and wear of
the parts of the restraint
systems, injuries caused by worn parts thereof, the time periods when the seat
belts were fastened
and unfastened, long before and during the accident, even in the worst case,
when the sensors fail,
where the accident data "C6 of the belt users remain void.
219 out of 48,458 brand new Gennan premium cars Mercedes [A3], well-known for
the high quality,
broke down due to over-charging of the batteries, defective electronics,
defective software etc.
Sources of error, breakdown and/or superposition of amplitudes and frequencies
result from the
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increase of electrical components in a new car and new specifications for the
software, for example, to
deactivate the co-driver airbag and to prevent overheating of the motors that
lock or unlock the doors,
caused by continual .use of the central-locking. This can cause the device 30,
provided with the
program 80.3 and electrical components, to fall too.
Car corps., proud of the anti-theft measures, proclaimed that hours were
needed to manipulate the
anti-theft devices, classified as "secure". The experts among the car thieves
spent just ten minutes to
overcome the program of the anti-theft devices of the German Top-premium cars.
It is expected that
an expert can manipulate any device either before or after the accident in
order to possess the first
proof of the seat belt usages for a court and to ensure large US-compensatory
damages in an
accident.
Thus, the device 30 in cooperation with impact-identity elements ref. to the
patent document CA
2,339,917 meets the strict requirement for a chain of legally reliable, tamper-
proof evidence In order
o to enable the court to pass an unambiguous verdict;
o to save the car- or aeroplane manufacturer or the airline from compensatory
damages and
medical expenses due to the non-use of seat belts and/or of errors of software
and design;
o to confirm the use of the seat belts despite a software error, due to which
a co-driver airbag fatally
injured a baby lying on the baby-cot, restrained by the co-driver seat belt,
although all the co-
driver airbags of VW Golf IV were deactivated in a VW-authorized garage.
According to the VW s
investigation the software itself reset the mode from "deactivated into
"activated", thus verifying
the software error; and
o to resolve all the shortcomings of the Prior Art and to check manipulation,
user-errors and the
above-mentioned defects. If the proof, generated by the device 30 and the
impact-identity
elements, is contradictory, the suspicion of manipulation, defective sensors,
defective software
and/or defective electronics are aroused. The check is far easier, faster,
cheaper and more
accurate than the operation of checking up to 4,800 cases by means of the
above-mentioned
device ref_ to US 4,702,492.
Doubtless, the following reasons justify the efforts to achieve a chain of
irrefutable evidence:
o A US-Court sentenced Daimler Chrysler to pay the highest damages of $259
million to the
parents of a child, who, presumably unbelted, was ejected out of the tailgate
of a minivan. Due to
the high rate of non-use of seat belts on roads and flights, car-, aeroplane
manufacturers and
airlines are increasingly exposed to lawsuits. Definitely, the manufacturer or
the airline has to
present to US-Courts irrefutable evidence in compliance with reversal of the
burden of proof.
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o Airlines and car owners are responsible for the operating condition of the
restraint systems. The
car- or aeroplane manufacturer Is not responsible for injuries linked to the
restraint systems' worn
parts, which appear on the screen and whose data are stored in the blackbox.
o The device records the onset of the seat-belt usage, the onset of the
accident or several
accidents or in an in flight turbulence, the relevant accident data, such as
temperature, and the
condition of the restraint systems as well as protects the chain of evidence
and data from
manipulation.
INDUSTRIAL APPLICABILITY
It is apparent that the invention provides for the courts, police, agencies,
car-, aeroplane
manufacturers and airlines a chain of tamperproof evidence including the
following features:
A) Both the mass of the' belt user and braking deceleration are responsible
for the forward-, sideward
and/or rotatory motions when forcefully braking. The service-life of seat
belts is shortened by
frequent violent braking because each seat belt, specified to withstand
alternate force 300 N. is
loaded by force of over 1,300 N, resulting from the weight of obese belt user
of over 130 kg
[OBESITY in USA] and deceleration of 1 g. When this often occurs, as in taxis,
the seat belt slips
out of both damping shoes 14.1, failing to block the worn belt webbing due to
the low friction. In
accidents for example [U1703011 the head of the belt user is thrown against
the steering wheel,
dashboard, windshield, A-post section and/or into another occupant or Is
crushed by the front
airbag with striking force up to 20,000 N.
Due to alternate yaw moment in a minor accident in Wiesbaden, the capital of
the county Hessen,
a slim 34 year old female lawyer, driver of a BMW Z3 is severely injured and
later dies in the
hospital [U021202].
Accordingly, these examples completely justify the protest action of three
obese American
women [OBESITY in USA], representing 51 million obese Americans and 29 million
obese
Chinese children, against car companies and the wish of millions of belt users
worldwide that the
survival chance be enhanced. This wish Is realized when
1, the number of blockings is monitored by a belt-blocking sensor 14,5 and
2. the number of belt protractions is monitored by a belt-protraction sensor
14.4,
3. the service-life threshold values of blockings and belt-protractions are
determined,
preferably, in tests and
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4. the program 80.3 checks whether one or more of the service-life threshold
values of
blockings and belt-protractions are exceeded.
See countermeasures in Chap. G3.
B) When the device, equipped with a single warning light or warning lights,
serving to monitor the
functioning of the device, and with fuses, nobody realizes that the fuses
serve as indicators for
the use or non-use of seat belts. If the fuses are hidden, they need not be
sealed.
C) In the offset front-, side- or rear collision, which ends up, finally in a
rollover, it has happened that a
passenger, having freed himself from the restraint, is ejected out of the
vehicle, whose doors are
detached, while rolling over. This phenomenon is substantiated in the research
work of the
inventor, investigating various vehicles of different car manufacturers in
accidents. Because
sensors are incapable of precisely sensing the deceleration in the event of
rollover, side- or rear
collision, it can occur, that the belt tightener (pretensioner) 190 doesn't
retract the belt portions
1.2, 1.3 and/or the locking mechanism 14 of belt retractor 13 (Fig. 2) doesn't
block (forcefully
tighten) the belt portion 1.4. Hence, no blocking traces thereon are found
despite having used the
seat belt. The problem case can be resolved by the following data (Fig. 1)
* the data "C2" (datum ref. to Claim 1), acting as the chain of evidence of
use and non-use of
seat belts, accomplished during the journey prior to the accident,
* the datum "C1", documenting the date, the onset of a journey and the
travelling speed, and
* the data "C7", revealing the names of the users and non-users of the seat
belt in reference to
the data "C2".
C) The device registers the onset of accident as well as time periods of multi-
crashes or multi-
turbulence-related vibrations.
D) The accident data, warning lights and fuses are several pieces of evidence
to marshal arguments
for the users and the non-users of seat belt in any accident. The device
registers the number of
seat-belt usages, real belt protractions and blockings. In excess of the
predetermined service-life
the warning light flashes and/or earnest requests on the multi-info (multi-
information) display
(screen) warn to replace the worn seat belts, belt retractors and/or locking
mechanisms.
E) By typing in the names or initials of all passengers the device registers
their seat occupancies in
the aeroplane, vehicle or train, This feature enables to immediately identify
the passengers
despite being beyond recognition resulting from severetfatal injuries or bums
in the accident and
to immediately notify the respective family members.
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F) An undermentioned feature takes over the task the cabin attendants, bus-,
car drivers, train
conductors and police to control the non-users of seat belt, thereby avoiding
severeffatel injuries
and increasing the seat-belt use rate.
BRIEF DESCRIPTION OF THE DRAWINGS
A number of embodiments, other advantages and features of the present
invention will be
described In the accompanying drawings with reference to the xyz global
coordinate system:
Fig. I illustrates a block diagram of a first embodiment of a device, equipped
with a screen, micro
computer (microprocessor), sensors, a control device and PC (computer).
Fig. 2 is a perspective view of the screen, the microprocessor, a seat,
equipped with a restraint
system ref. to CA 2,313,780 (US 09/554,463, US 10/690,741, EP 1 037 773 B1, DE
197 49 780 C2),
comprising a multi-point seat belt, belt tightener, belt retractor, locking
mechanism, latch plates and
buckle assemblies, arranged in a backrest and seat cushion.
Fig. 3 is a perspective view of a conventional three-point seat belt equipped
with a belt tightener.
Fig. 4 illustrates a block diagram (flow chart) of a second embodiment of a
device further comprising
restraint systems of a motor vehicle.
Fig. 5 illustrates a block diagram of a third embodiment of a device further
comprising cost-saving
restraint systems of a motor vehicle.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Each device is suited to monitor and record the users and non-users of seat
belt of a transport
system, is equipped with two-point seat belts If (not drawn), three-point seat
belts 1e and/or multi-
point seat belts I (Figs. 2 and 3).
The one- or two-piece multi-point seat belt I differs from the three-point
seat belt le by restraining the
upper part of body of the passenger In an X-shaped configuration of shoulder
belt portions 1.1, 1.2
and by plug-in connecting the latch plate 11 of lap belt 1.3 to one of the
buckle assemblies 8, 8a to 8d
to restrain both thighs in order to prevent submarining. The safest, but most
expensive restraint
system is provided with the belt tightener 190 as well as the locking
mechanism 14 of belt retractor 13.
The mode of the operation of each device is independent of whether the
unreliable airbag is deployed
3o or not in an accident. In order to fire gas pellets of the airbag by means
of the ignition apparatus
(generator) 53 in an accident the current (current intensity, amperage) in the
accelerometer current
line (conductor) 71 must be very high (strong), This property is exploited to
bum (blow, destroy, melt
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through) the warning light 62 of the belt-switch current line 75 and the fuse
61 thereof, which is
dimensioned far weaker than the fuse 51 of the ignition apparatus. Usually,
currents, for sensors of
belt tightener 190 and/or locking mechanisms, are dimensioned far lower than
of that firing current. As
long as they are capable of burning, they can be put into use too, thereby
making the fuse 51
superfluous.
Conventional sensor of airbag can properly operate in longitudinal direction
within a range of deviation
angle of 200 in the event of a front collision. It becomes unreliable in
operation when the deviation
angle becomes larger. So there is a need to invent a microprocessor-operating
device 30. Whether
the coming 3-D sensor Is more reliable than the present, must be proven in
practice.
Unfortunately, the 3-D sensor is not designed to measure the yaw-, pitch- and
roll-speed or the
yaw-, pitch- and roll-acceleration. There is a need for a control device 55 to
register accidents or
turbulence-related vibrations by sensing the time-dependent differentiation of
rotatory angle "V, "Ay
and 'AZ" about the xs, ys- and zs-axis of the point of gravity "S" of the
transport system in excess of
the respective threshold values. Such well-known control devices, one of them
above-mentioned,
already installed In the motor vehicles, prevent them in the most extent from
rolling over.
In order to facilitate a device to record multi-crashes during a journey or
multi-turbulence-related
vibrations during a flight, a reusable control device 55 and 3-D sensor 52
(Fig. 1), such as the
reusable sensor disclosed in US 5,237,134 (DE -A 41 43 032), are required.
After registering each
device 52, 55 is able to return from the operative position to the resting
position, serving as home
position.
Nowadays, the screen (multi-info display), displaying time, broadcasting
station, date, exterior
temperature, travelling speed, gasoline consumption, check-control and the
likes, the microprocessor
to process multi-info display, motor management and the control device are
standard parts of vehicles
as well as aeroplanes. The screen of navigator Is also suitable for any device
30, 30d. .
Manufacturing costs are slightly increased upon further use of the existing
microprocessor, by both
storage media of which such as RAM 80.1 and ROM 80.2 (not shown) are enlarged
and whose
software is extended.
When switched on, a current-control switch (ignition switch of motor vehicle)
50, connected to the
main current line 70 of battery 56, the warning light 62 lights up to request
to "buckle up now", which is
switched off either by Inserting the latch plate 9 into buckle assembly 9.1,
thus activating the belt
switch 9.5, or by a dwell time (time-delay) relay (not shown) In excess of a
dwell time. The device is
able to record the users and non-users of seat belt in accidents.
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Moreover, the warning lights such as LEDs, the fuses and the microprocessor
must be designed for a
very long service-life, preferably, longer than that of vehkles or aeroplanes,
or must be replaced in
time in order to maintain the service.
Pilots of an AIRBUS A380 are busy with monitoring and controlling a large
number of warning
lights and screens- They would get irritated by many flashing warning lights
62 to monitor 600
passengers, particularly, at the take-off or landing. On the other hand the
warning lights help
- the traffic expert examine whether the passengers had been belted or
unbelted in the event of the
turbulence-related vibrations, the accident or at the start; and
- the pilots monitor the passengers in response to the instruction to buckle
up now.
A device, provided with the following features, is highly recommended:
- The above-mentioned problems are resolved by a master belt switch 60,
provided for the power-
supplying current line 76. When the current-control switch 50 is switched on
and the belt switch 60
is switched
* onto the position "m" the current flows to the belt switches 9.5, 9.5a or
* off to the position "n" the current flow is interrupted thereto.
- The feature with the fuses 61, 61a, protecting the warning lights from being
burnt by the current
when too strong in operation, enables to control the functioning of the device
as well as to monitor
the use and non-use of seat belts.
- Automatically, the warning lights 62, 62a of the non-users of seat belt
flash on the screen 88 or a
warning, for example "passengers seating on the seat No. S(eat)200, S300,
S350... buckle up" or
'Mr. Y. Yao. Mr. K. Loss, Mrs. A. Lu... buckle up", appears on the screen 88
and on the screens
88a (not drawn) of the cabins of A380 or train compartments. Furthermore, the
warning is
automatically announced via the loud speakers 78 (not drawn) and/or an
acoustic warning such as
bells, gong etc. automatically sounds. The loud speakers, already installed in
the transport system,
can be put into further use. This feature accomplishes for the pilots, bus-,
car drivers, train
conductors and police the task of controlling the non-users of seat belt and
contributes to the
increase of the seat-belt use rate.
JEWS -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No: PDBB -13-
In the first embodiment a microprocessor-operating device 30, serving as
control unit, with regard
to the block diagram, shown in Fig. 1, comprises
- the microprocessor (micro computer) 80, equipped with RAM 80.1 to store
data, an I/O
(input/Output) interface, ROM 80.2 (not shown) and a program 80.3 to transform
signals into data
and to evaluate it;
- the screen 88, 88a, on which the data appear in row and/or column upon
request by activating the
operating knob 89;
- the disk drive 91, printer 93 and/or PC 90;
- a wom-part warning light 69, an acoustic and/or vocal means to request the
replacement of the
worn parts of restraint systems.
Depending on the type of transport system the device 30 is equipped with a
control device 55, which
is already installed in an aeroplane, or sensor/s 52, which is/are already
installed in a motor vehicle.
The belt-protraction- and belt-blocking sensors 14.4, 14.5 are supplied with
current via the belt-
retractor current line 77. In excess of a threshold value a signal flows.
In operation by switching on the current-control switch 50 the device 30
generates the following data
"Cl " to "C7" during the journey, flight or in the event of the accident:
01. The row in column "C1" on the screen shows the date and the onset of a
journey or a flight upon
switching on the current-control switch 50, whereby the current flows through
a signal- or impulse
transmitter 41 of the power-supplying current line 76, emitting to the start-
time signal line 81 an
electrical start-time signal (impulse) 41.1, which is transformed by the
program to set the date and
the onset thereof at "20.10" o'clock (8.10 pm). In order to avoid the
registration of different data
"C1" of, for example, all the 600 belt users of A380 for a single journey,
only the datum Cl' õof the
first belt user (see the above-mentioned definition) is recorded.
G2. The rows in column "C2" and "C3" on the screen show the time periods of
belting at "20.15"
o'clock (8.15 pm), of unbelting by "- (void)" and of belting on again at
"20.30" o'clock and the
number of seat-belt usages about "1003" and "1004". By inserting the latch
plate 9 into buckle
assembly 9.1 the belt switch 9.5 interrupts the current flow to the fuse 61
and reroutes to the belt
switch transmitter 42. The current is transformed by the program into an
electrical belt-use signal
42.1, which, flowing in the belt-use signal lines 82, 83, sets the onset of
seat-belt usage and
increases a number of the seat-belt usages. The seat belt itself has a first
service-life threshold
value.
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No. PD6B -14-
G3. The row in column "C4" on the screen shows the number of real belt
protractions. To register the
belt protraction sensor 14.4 relays the real belt-protraction number 44.1 of
the belt retractor 13 In
the belt-protraction line 84 to the program 80.3 which increases the number of
the real belt
protractions accordingly. See Claim 1. The service-life of the belt retractor
13 is shortened by the
frequency of retractions and protractions. So a second service-life threshold
value of real belt
protractions can be determined by the frequency of retractions and
protractions in tests. To register
the real belt protraction each belt-length Is provided with a pair of belt-
protraction markers (colours,
metal strips, codes or patterns).
The equation
1=1r2=dm=2phll/gjr2=rdr=phfr4/2g.
is valid for rotatory mass of a cylinder along the longitudinal axis. Let the
driver be as tall as the co-
driver and both be Idealized by cylinders, the ratio of both rotatory masses
is (rl/r2)4. When the
circumference of the obese co-driver is twofold that of the driver her yaw
moment is 16-fold his. As
a result, the collar bone of the obese co-driver is broken and her seat
backrest is displaced by 50
mm although her energy was already absorbed to a great extent by the 11 litre
side airbag and the
interior casings, while the driver suffers only bruises and his seat remains
intact. This could also be
the explanation for the fissure of Johnson's seat belt by the latch plate and
great remaining energy,
due to which he is thrown against the passenger-side door. See [OBESITY] and
[A12].
In order to avoid both severe/fatal injuries, resulting from the fissure or
plastic deformation of seat
belts, and compensatory damages the following features are invented:
The shoulder belt portion 1.2 is extended over the upper part of body of the
belt user where a
plurality of predetermined belt-lengths is arranged to the belt portion 1.4 in
order to enable the belt-
2s protraction sensor 14.4 to register the real belt protraction by counting
the number of
predetermined belt-lengths. The number of predetermined belt-lengths, which is
the real belt
protraction, for an obese belt user differs from that for a skinny or slim
one.
Nevertheless, the problem of great force, causing severe/fatal injuries,
remains unsolved. It is
wholly absorbed below the injury-related threshold values of all belt users by
a plurality of energy
absorbers ref. to GA 2,314,345 and/or CA 2,399,917. Costs are saved upon
further use of seat
belts because the belt webbings remain Intact (not plastically deformed)
thanks to low strain
coefficients. See strain coefficients in dependence on belt forces in Fig. 6
of CA 2,447,580.
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No, P06B -15-
G4. The row In column 'C5" on the screen shows the number of blockings of the
belt portions 1.4,
achieved by both clamping shoes 14.1 of the locking mechanism (not shown) by
means of the belt-
blocking sensor 14.5 In excess of a predetermined deceleration, serving as a
third service-life
threshold value. The electrical belt-blocking signal 45.1, emitted by the
sensor to the belt blocking
signal line 85, is transformed by the program to increase a number of the
blockings.
G5. The row in column "C6" on the screen shows a registration of the time of
multi-collision (multi-
crash), multi-turbulence-related vibration, a crash or a single turbulence by
means of the sensor 52
and/or control device 55 in excess of a predetermined deceleration and/or a
predetermined rotatory
speed. An electrical time-collision signal 46.1, flowing in the time-collision
signal line 86, is
I0 transformed by the program to register the time of collision or turbulence-
related vibration as
accident data "C6" in the column "C6' while the accident data "C2" and "C6" of
the non-users of
seat belt remain void. The program converts the data "C2" to "C5" along with
the datum "CI" of the
first belt user into an accident-data set 'Cl' to 'C6". Having accomplished
the registration the
sensing mass 52.1 (not shown) automatically returns from the operative
position to the resting
position. After each registration the sensor 52 or control device 55 is ready
for the next registration
and conversion of data.
A new registration of accident data "C6", which is the next, occurs in
repeated excess of the
predetermined deceleration and/or rotatory speed. After securing the transport
system, involved in
the accident, into custody or after the landing of the aeroplane the record,
serving as evidence, is
saved for courts, police and airlines, respectively.
If necessary, the fuses 61, 61a, warning lights 62, 62a and/or the accident
data, stored in the
blackbox 34 of aeroplane, serve as additional evidence.
G6. The rows in column "C7" show the names and seats of the passengers,
accessible to the flight
personnel and helpful for identifying the passengers, particularly in an
accident or in case, that the
aeroplane is hijacked and catches fire. On check-in and handing out boarding
cards the names of
the passengers are typed, in reference to the seats, Into the PC 90 at a
terminal of airport. The
data are made accessible for the microprocessor via the terminal-data line 87.
In case that direct
data lines to aeroplanes are not available In terminals, the data are, at
first, stored in the second
storage medium 92, later on, read in by means of the disk drive 91 and,
finally, stored in the
microprocessor via the PC-data line 87a. The disk drive can be a part of the
microprocessor 80.
In the event of accident the program converts the data "C2" to "C5" and "C7"
along with the datum
,Cl" of the first belt user into an accident-data set 'Cl" to "C7".
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No: PD6B -16-
G7. The accident data "C2" and "C6", which are void, in row in column "C2n"
and "C6n" on the screen
and in the first storage medium 80.1, 92a verify the non-use of seat belt
resulting in the severe/fatal
injury of "Mr Y. Yao", seating on the seat No. "S200".
The device 30 enables motor vehicle owners, train-operators, airlines and
police to check the service-
life of restraint systems and to take precaution before an accident occurs.
If the current intensity is too strong for the microprocessor, a signal
transmitter 46, dotted-line drawn,
is installed therebetween.
It is known, that supplemental accident data such as the exterior temperature,
travelling-, impact
speed, impact acceleration, yaw-, pitch- and roll-speed, yaw-, roll- and pitch-
acceleration etc. are
always stored in the blackbox 34. These supplemental accident data can be
recorded together with
the onset of the accident as the accident data "C6". In any accident, in
particular in multi-turbulence -
related vibrations, the program 80.3 always processes the signal 46.1 to
register the accident data in
column "C60. A backup process is solely initiated by the signal 46.1. As a
result, the program 80.3
protects the accident-data set "Cl" to "C6" or "C1" to "C7", stored in the RAM
80.1 or in the storage
disc 92a (not shown), from being overwritten or deleted and/or
- automatically stores them in the storage disc of blackbox 34 via the data
line 87b and/or in the
storage disc 92 via the data line 87a..
In excess of at least one of threshold values of seat-belt usages, real belt
protractions and/or
blockings
- the worn-part warning light 69, if necessary, equipped with acoustic tone
(sound) and/or vocal
message "replace the respective parts of restraint systems", lights up, and/or
the message
"replace... " appears on the screen 88 and
- the program converts the data "C2" to "C5" along with the datum "Cl* of the
first belt user into a
worn-part data set "Ci" to "C5".
Instead of worn-part warning light 69 an additional worn-part warning light
62x (not shown) can be
utilized. If this feature is classified as very important for passenger
protection, the program of the
microprocessor in association with the motor-management has to restrict
further journey, for example,
to set 100 km for the journey to reach a near-by garage.
When the sensor is taken out the device or fails in an accident, the data
listed in the columns "Cl" to
"C5" and "C7", generated by the device 30 during the journey, can be presented
as the chain of
evidence of use and non-use of seat belts to a court.
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No., PD6B -17-
When restarting and activating the operating knob 89 the data set "Cl" to "C5"
and "C7" from the
first up to the second last journey appear on the screen 88, 88a with an
inquiry
! "YES" or "NO" "to delete the data set "Cl' to "C5" and "C7" of the journey
number "n" on
01/20/2003 (mmlddlyyyy)?
where "n' = "1" to "m", and are deleted when confirming the inquiry with 'YES"
while the program
automatically protects the data set 'Cl" to "C5' and "C7" of the users and non-
users of seat belt the
last journey from being erased, thus enabling to further count the seat-belt
usages, real belt
protractions and blockings in an oncoming journey. This feature protects all
relevant data sets "Cl" to
"C5" and "C7" from an unintentional deletion.
In order to ensure a great amount of data sets 'Cl" to "C5" or 'C1" to "C5"
and "C7", a great amount
of data sets "Cl" to "C5" of the worn seat belts 1, le and a great amount of
accident-data sets "C1" to
"C6" or "Cl" to "C7 from the first to the latest or "1"- to "n' journey, where
"n" = "1" to 'm", and to store
in the RAM 80.1 or in the storage disc 92a the microcomputer must be equipped
with a large storage
capacity. When the storage space is full, the program 80.3 automatically
protects the data set "Cl' to
"C5" and "C7" of the last journey number "n" = "n" and automatically erases
- the data "Cl" to "C5" and "C7" from the first journey and successive
journeys until the storage
space is large enough to store data of an oncoming journey and at least one
accident-data set in
the RAM or in the storage disc or
- the data sets "Cl" to "C5" and "C7" of all the remaining journeys.
Of course, a storage disc with capacity of gigabyte can solve this problem.
But at some time the
storage space is full as well.
Despite all above-mentioned precautions an attempt at tempering therewith is
still possible, when
the passenger, having, by purpose, inserted the latch plate 9 into buckle
assembly 9.1, takes a stroll
along the aisle of an aeroplane despite the instruction of the pilot to buckle
up now. Such manipulation
can be avoided by arranging at least one weight-sensing sensor 31, 32 to the
seat cushion 3.1 and/or
backrest 3.2 (Figs. 2 and 3) to sense the weight of the belt user. Under the
load the electrical signal of
weight-sensing sensor 31, 32 switches over lock switch 33, 33a (Fig. 4), thus
making the current flow
during the journey or flight. This feature, which comes to a single operation
in an accident, is too
expensive for an aeroplane or a train because of the large number of seats.
IE6D8 -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No: PD6B -18-
In case, that the program 80.3 is defect, the warning lights and/or fuses of
any motor vehicle,
serving as indicators in an accident can be exploited as proofs for the use or
non-use of the seat belts.
In the second and third embodiment a microprocessor-operating, sensor-
dependent device 30a, 30b,
30d (Figs. 4 and 5) comprises
- warning lights 62, 62a (LEDs abbreviation of Light Emitting Diodes, lamps,
bulbs and the likes)
serving as control indicators for "buckle up now";
- fuses 61, 61a to protect warning lights from being burnt by the current when
too strong;
- belt switches 9.5, 9.5a, located in the buckle assemblies 9.1, 9.1a and
enabling to monitor the use
or non-use of seat belts;
- sensors 52, 52a and/or control device 55, all of which have the function of
emitting (releasing)
current in an accident;
- sensors 14.4, 14.5 of locking mechanism 14 and/or
- microprocessor 80 having program, which records the data "onset of
joumey/fiight, time of
accidents/turbulence-related vibrations, use of seat belts, service-life and
wear of restraint systems
etc.", stores in a large first storage medium (storage disc) 92a (not shown)
or RAM 80.1 (not
shown) and updates;
- output equipment such as printer 93 and screen 88, at which certain data
appear upon activating
an operating knob 89;
- read- and/or write-equipment such as printer 93, disk drive (streamer) 91
with second storage
medium 92 (magnetic belt, floppy disc or Zip disc, CD R-W, CD-ROM, DVD-ROM
etc.) and/or
- PC (computer, laptop, notebook) 90 and/or blackbox 34 of aeroplane.
Upon the plug-in connection of the latch plate 9, 9a with buckle assembly 9.1,
9.1a the belt switch 9.5,
9.5a, serving as monitoring switch (-relay) to supply current to warning light
flashing 'buckle up now"
and as signal transmitter, interrupts the current in the belt-switch current
line 75, 75a and reroutes to a
belt-switch transmitter 42.
Each device is defined by a number of control units 30.11 to 30.1a or 30.11 to
30.1a, where the index
"a' denotes the number of passengers (seats), for which the transport system
is designed (Figs. 4, 5).
In the device 30a, shown in Fig. 4, the accelerometer current line 71, 71a is
connected to belt
switch current line 75, 75a via an exit current line 72, 72a; 73, 73a.
In excess of a deceleration at the level of the threshold value in an accident
the sensors 52, 52a or
generators 53 emit strong currents, which overload and bum the warning lights
62, 62a and/or fuses
61, 61a of the restrained passengers.
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No, PD6B -.19-
Contrarily, the warning lights and/or fuses (not shown) of the unrestrained
passengers remain
unaffected (intact).
To cut costs the device 30b, shown in Fig. 5, is provided with only a single
sensor 52, preferably a
3-D sensor, having a single accelerometer current line 71, connected to belt-
switch current lines 75,
75a via exit current lines 72, 72a; 73, 73a, In excess of a deceleration at
the level of the threshold
value in accidents the sensor 52 or generator 53 emits strong current, which
overload and bum the
warning lights 62, 62a and/or fuses 61, 61a of the restrained passengers.
Contrarily, the warning lights and/or fuses of the unrestrained passengers
remain unaffected.
However, the cheapest device 30c is defined by the device 30, a single sensor
52 and fuses 61, 61a.
In order to prevent manipulation, the indicators, serving as evidence of in
seat-belt usages an
accident, such as burnt warning lights 62, 62a, burnt fuses 61, 61a and/or
accident data, stored in the
microprocessor 80, must be protected from unauthorized persons. Beyond doubt,
any blackbox 34 of
aeroplane is suited therefor.
Although the present invention has been described and illustrated in detail,
it is clearly understood that
the terminology used is intended to describe rather than limit. Many more
objects, embodiments,
features and variations of the present invention are possible in light of the
above-mentioned teachings.
Therefore, within the spirit and scope of the appended claims, the present
invention may be practised
otherwise than as specifically described and illustrated.
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No, PD6B -20-
REFERENCES
[Al] Court-verdicts levied on Ford and Daimler Chrysler to pay compensatory
damages of $173.9
million and $259 million to the respective bereaved.
[A2] Error reports stored in the ABS- and airbag-systems
[A3] 219 out of 48,458 brand new MB Es have broken. The blackout of the
electronics caused the
Immediate failure of engines of MB C320, AUDI A6 Avant, VW Golf IV etc.
[A4] Death due to the error of the sensor.
[A5] Recall due to unreliability and false deployment of airbags.
[A6] Recall of 204,000 BMW 3s in USA and 280,000 BMW 3s in Germany due to
false deployment of
side airbags, such as 265 in USA.
[A7, A7A] The co-driver airbag crushed a baby, whose baby-cot lay on the co-
driver seat, to death due
to errors of the software although all the co-driver airbags were deactivated.
[A8] False deployment of both front airbags of Volvo S80 in a 5 mph crash
test.
[A9] Theft of top-premium cars MB S, BMW X5, AUDI A8 etc. by overcoming the
ant-theft devices.
According to Senior Police Officer Becker the experts among the car thieves
spent just ten
minutes to set the Command Code of the and-theft device to zero.
[A10] Defective plug connection was the cause for the non-deployment of the
driver-airbag while the
co-driver airbag was deployed.
[All] Recall of 5,400 Porsche Carreras and 911 Turbos, 150,000 MBs, 235,000
Volvos, 6,370 Saabs
etc. due to unreliability of airbags.
[A12] Source: Findlaw; Source FindLaw for Legal Professional; Johnson versus
Ford Motor Co, The
Supreme Court of the State of Oklahoma; Case No: 95873; Decided: 0410212002;
Mandated
Issued: 04/2612002,.
113 During the accident, Johnson's seat belt webbing tore apart at the
latch plate and he landed against the passenger-side door., Johnson
sustained a broken pelvis, broken left arm, broken bone In his spine,
ruptured bladder and a severe head injury with bruising and
hemorrhaging in the brain. As a result of the brain injury, Johnson has
permanent physical impairment and a reduction In his mental
functioning.
A jury rendered a verdict against Ford to pay Johnson's parents five millions
of dollars. The
cause for the fissure of his seat belt remains unknown. See Chaps. A and G3.
[U170301] On the wet interstate B426 with speed limit of 70 km/h a 12.5 year
old BMW 520 crashed
into a Fiat. Due to worn belt webbing the belted, obese co-driver was thrown
against the
IE6DB -CIPO 301010
CA 02425617 2010-10-25
2,425,617; Docket No, PD6B -21-
windshield and dashboard and was killed. As a result of the impact her hair
stuck on the
windshield and venting grids, as documented by two photos taken by the police.
Similarly, due
to worn belt webbings the belted driver suffered severe head injury, resulting
from smashing it
into the A-post section, and leg fracture and the other passengers head
injuries.
[U211002] A child, seating on a child seat, was properly restrained. However,
he was freed therefrom
and ejected out of the Toyota Yaris. Because the front and side airbags of the
female driver
were deployed and no airbags were provided for rear-seated passengers the
device according
to Claim 1 would deliver the accident-datum "C2" as evidence of seat-belt
usage.
[U0212021 On a wet road in Wiesbaden a slim 34 year old female lawyer lost
control over her two year
old BMW Z3. An old Honda Civic with two students crashed into the BMW's co-
driver side. Due
to great yaw moment the BMW Z3 rotated along the vertical axis by 90 , then by
-315 . She
suffered neck fracture, spat blood in her car and died at the hospital.
[U281202] Due to the rollover of the AUDI A6 about the lateral axis the front
airbags were not
deployed but the co-driver side airbag. Beyond doubt, the high surface
pressure on the seat
is backrest and the hole in the seat belt portion are proofs for having used
the seat belt. In the
"front crash" into the fence and trees the device according to Claim 1 would
deliver the data
"C2" and "C4" as evidence of seat belt usage.
[U2608042] The sensor of a nineteen-month old, Ã140,000 expensive MB SL 55
AMG, when crushing
into the rear section of another car at a speed between 50 and 80 km/h, failed
to trigger all the
airbags. This example show how useful the accident-data "C2" are. They serve
as evidence of
seat-belt usages enabling courts to pronounce an unambiguous verdict on the
use and non-use
of seat belts.
[OBESITY] On the wet interstate B275 with speed limit of 80 km/h an AUDI A3,
rotating along the
vertical axis about 300 , crashed into a Ford Fiesta. The collar of the
belted, over 100 kg heavy
co-driver is fractured although her energy was already absorbed to a great
extent by the 11 litre
side airbag, the deformation of the interior casings and the lateral
displacement of the seat, the
top edge of whose backrest was displaced by 5 cm. By contrast, the slim driver
suffered only
bruises on the chest. Correctly, his side airbag did not inflate.
(OBESITY in USA] Three obese female US citizens carried boards showing STOP
SIZE
DISCRIMINATION" to protest against discrimination by car companies and demand
the
installation of extended seat belts. In some US states passengers must buckle
up by law. In
accidents conventional extended seat belts fail to protect obese people. See
Chap. 03,
IE6D8 -CIPO 301010
