SYSTEM AND METHOD FOR IMPROVING THE SAFETY AND COMFORT OF AN OCCUPANT IN A VEHICLE

Abstract

A system (100) for improving the safety and comfort of a vehicle occupant comprises an air chamber unit (106) in the vehicle's footwell and consists of a plurality of air chambers (108) and an air supply control unit (ASCU) (112). Upon receiving the crash signal from the ECU (104), the air chamber unit (106) is rapidly triggered by the ASCU (112) by inflating the plurality of air chambers (108) to reduce the impact force transmitted to the occupant during the crash. Under normal conditions, the ECU (104) generates a non-crash signal so that the ASCU (112) can supply air to the plurality of air chambers (108) of the air chamber unit (106) in a predefined pattern to massage the occupant's feet.

Description

The present disclosure relates to the technical field of automotive technologies. In particular, the present disclosure relates to a system and a method for improving the safety of an occupant in a vehicle and for improving the comfort and driving experience of the occupant under normal conditions. The background information contains details that may be useful for understanding the present invention. It does not constitute an acknowledgment that the information contained herein represents prior art or is relevant to the invention currently claimed, or that any publication expressly or implicitly mentioned represents prior art. Automotive safety systems have evolved considerably over the years, with a focus on protecting vehicle occupants in the event of a crash. Airbag technologies, including front airbags, knee airbags, side airbags, and curtain airbags, have been developed to mitigate injuries in a collision. These systems are designed to reduce the impact forces on the head, torso, and limbs of vehicle occupants, significantly improving the chances of survival and reducing the severity of injuries. Despite these advances, however, one crucial area of ​​protection remains largely overlooked: the protection of the feet, toes, ankles, and heels in a crash. In an accident, the feet of vehicle occupants are located in the footwell, a confined space with limited capacity to absorb or redirect impact forces. The force of an impact can cause significant deformation or injury to the lower extremities, particularly the feet and ankles, which are often subjected to high pressure. During a collision, the body instinctively braces against the impact, causing the feet and ankles to absorb a substantial portion of the impact energy. This can result in various types of injuries, ranging from fractures and dislocations to soft tissue damage, ligament tears, and, in severe cases, amputations. The feet are complex structures, with each foot containing 26 bones, as well as joints, muscles, tendons, ligaments, and soft tissue. The sheer number of delicate components makes the feet highly vulnerable to trauma. Furthermore, because the feet are located at the bottom of the body, the force generated in an accident can be concentrated on these areas, making them particularly susceptible to injury. Injuries to the feet, toes, ankles, or heels can have long-term consequences, including reduced mobility, chronic pain, and, in some cases, permanent disabilities. The lack of dedicated lower extremity protection represents a significant gap in current vehicle safety systems. Existing safety systems are not specifically designed to prevent injuries to the feet and lower legs in an accident. Systems such as airbags and seat belts primarily focus on protecting the upper body, head, and neck, while leaving the lower extremities unprotected. Patent document CN206031282U discloses a passenger foot airbag comprising an airbag, a gas generator, and a control unit. The airbag is located in the passenger's foot area. The gas generator is connected to the airbag. In the event of a collision, the control unit sends an ignition command to the gas generator. The gas generator receives the ignition command and inflates the airbag. Patent document JP2018154169A discloses a seating device capable of adequately restraining a user's lower legs in the event of a collision with a moving object. The seating device comprises a leg rest, the leg rest consisting of a base positioned behind the user's lower leg in a seated or reclining position, and side sections extending from the base to the side of the lower leg and positioned on the left and right sides of the lower leg. The seating device includes a first actuator for extending, deforming, or displacing the side sections. Furthermore, the seating device includes a control device that, upon detecting a potential collision, controls the first actuator to inflate, deform, or displace the side sections to restrain the user's lower legs. While the references cited reveal systems for protecting the occupant's lower legs in a collision scenario, there is the possibility of providing a further improved system and procedure that overcomes the aforementioned problems. Therefore, there is a need to overcome the aforementioned disadvantages, shortcomings and limitations of existing vehicle safety systems and procedures and to provide a system and procedure to improve the safety of an occupant in a vehicle. One purpose of the present disclosure is to provide a system and a method for improving the safety of an occupant in a vehicle, overcoming the aforementioned limitations of existing vehicle safety systems and methods. One purpose of the present disclosure is to provide a system and a procedure that can facilitate the protection of the lower extremities of occupants during an accident. One purpose of the present disclosure is to provide a system and a procedure that can minimize the severity of injuries to the occupant's lower body, such as to the legs, knees and feet. Another objective of the present disclosure is to provide a system and a method which, in addition to protecting the legs, knees and feet in the event of an accident, can also improve the comfort of the occupants under normal driving conditions. Another objective of the present disclosure is to provide a system and a procedure that can increase customer satisfaction and brand loyalty with regard to the vehicle by prioritizing safety and comfort. Another objective of the present disclosure is to provide a system and a method that represents a cost-effective and easily integrated solution for vehicle manufacturers. Aspects of this disclosure generally relate to the technical field of automotive technologies. In particular, this disclosure relates to a system and a method for improving the safety of an occupant in a vehicle. Specifically, the system and the method are based on a dual-purpose air chamber that helps to improve occupant comfort under normal driving conditions while also protecting the legs, knees, and feet in the event of an accident. According to one aspect, the disclosed system comprises one or more sensors (hereinafter collectively referred to as "sensors") configured to acquire data associated with rapid deceleration or collision forces acting on the vehicle. The system includes an electronic control unit (ECU) that is communicatively coupled to the sensors.The ECU is configured to process the data collected from one or more sensors to determine whether an accident has occurred. Furthermore, the ECU is configured to generate an accident signal based on this determination if the detected rapid braking or collision forces exceed a predefined threshold. Furthermore, the system includes an air chamber unit that is functionally linked to the ECU. The air chamber unit is configured in the vehicle's footwell. The air chamber unit comprises a multitude of air chambers (hereinafter collectively referred to as "air chambers"), and upon receiving a crash signal from the ECU, the air chamber unit is triggered by rapidly inflating the air chambers to reduce the impact force transmitted to the occupants. In one or more embodiments, the system can include a gas generation unit that is functionally coupled to the ECU. The gas generation unit can receive the crash signal to generate a gas that can inflate the air chambers. In one or more embodiments, the air chambers can inflate for a predefined interval to achieve a damping effect by creating resistance to the movement of the occupant's feet. In one or more embodiments, the system may include an air supply control unit (ASCU) that is functionally coupled to the ECU. The ASCU may be configured to control and regulate the supply of gas to the air chambers via an air distribution unit. In one or more embodiments, the air distribution unit can include an inlet valve and an outlet valve. The inlet valve can connect the ASCU and the plurality of air chambers. Furthermore, the outlet valve can be connected to the air chambers to release the gas from the air chamber unit. In one or more embodiments, the exhaust valve can open after the predefined interval to empty the air chambers, allowing the occupant to easily exit the vehicle. In one or more embodiments, the ECU can generate a non-accident signal under normal conditions so that the ASCU supplies air to the air chamber unit in a predefined pattern to massage the occupant's feet. In one or more embodiments, the sensors can be selected from a group consisting of accelerometers, gyroscopes, pressure sensors, infrared sensors, radar sensors, impact sensors, and vehicle dynamics sensors. Furthermore, a method for improving the safety of a vehicle occupant is described herein. The method comprises the step of acquiring data associated with rapid deceleration of the vehicle or collision forces acting upon the vehicle by one or more sensors. The method further comprises the step of processing the acquired data from the one or more sensors by an electronic control unit (ECU) that is communicatively coupled to the one or more sensors to determine whether an accident has occurred.Furthermore, the procedure includes the step of the ECU generating a crash signal based on the determination of the crash when the detected rapid braking or collision forces exceed predefined thresholds. The procedure also includes the step of triggering an air chamber unit functionally coupled to the ECU, wherein the air chamber unit comprises a plurality of air chambers, upon receiving the crash signal from the ECU, by rapidly inflating the plurality of air chambers to reduce the impact force transmitted to the occupant as a result of the crash. In one or more embodiments, the method may include the following step: supplying air under normal conditions through an air supply control unit (ASCU) to the plurality of air chambers of the air chamber unit in a predefined pattern to massage the occupant's feet. Various objects, features, aspects and advantages of the subject matter according to the invention will become clearer from the following detailed description of preferred embodiments together with the accompanying drawings, in which the same numbers represent the same components. The accompanying drawings serve to enhance understanding of the present disclosure and are incorporated into and form part of this description. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. Fig. 1A shows an exemplary block diagram of the proposed system for improving the safety of an occupant in a vehicle according to one or more embodiments of the present disclosure. Fig. 1B shows design details of various elements of the system from Fig. 1A according to one or more embodiments of the present disclosure. Fig. 1C shows an exemplary representation of an air chamber unit of the system from Fig. 1B in a deflated state according to one or more embodiments of the present disclosure. Fig. 1D shows an exemplary representation of the air chamber unit from Fig. 1A.1C in an inflated position according to one or more embodiments of the present disclosure. Fig. 2 shows an exemplary flowchart of the proposed method for improving the safety of an occupant in a vehicle according to one or more embodiments of the present disclosure. The following is a detailed description of the embodiments of the disclosure illustrated in the accompanying drawings. The embodiments are described in sufficient detail to clearly convey the disclosure. However, the level of detail is not intended to limit the expected variations of the embodiments; rather, it is intended to cover all modifications, equivalents, and alternatives that fall within the spirit and scope of the present disclosure as defined by the accompanying claims. The embodiments described herein relate to the technical field of automotive technologies. In particular, the present disclosure relates to a system and a method for improving the safety of an occupant in a vehicle. While existing vehicle safety systems effectively protect the head, torso, and limbs of occupants by means of airbags, such as those found in the dashboard (IP), in the knee area, on the sides of the seats, and as curtains, they are insufficient to ensure the critical protection of the feet and lower extremities in an accident. In a collision, the feet, toes, ankles, and heels are exposed to the force of the impact, which, due to the lack of specific safety devices in the footwell of a vehicle, frequently leads to serious injuries such as fractures, dislocations, or even amputations.This gap in safety equipment potentially exposes occupants to serious and potentially life-changing foot injuries, as these body parts absorb the full force of the impact without any cushioning or protective systems. The proposed system and procedure address the problems associated with existing systems and procedures by providing an air chamber unit configured in the vehicle's footwell. The air chamber unit comprises multiple air chambers. Upon receiving a crash signal from an electronic control unit (ECU), the unit rapidly inflates these chambers to reduce the impact force transmitted to the occupant. An air supply control unit (ASCU) is functionally coupled to the ECU. The ASCU is configured to control and regulate the gas supply to the air chambers via an air distribution unit. Finally, exhaust valves on the air distribution unit ensure the controlled release of gas after impact, allowing the system to deflate safely. With reference to Figures 1A-1B, the disclosed system 100 comprises one or more sensors 102 (hereinafter collectively referred to as "sensors 102") configured to detect data associated with rapid deceleration of the vehicle or with collision forces acting on the vehicle. The sensors 102 may be selected from (but are not limited to): impact force sensors, pressure sensors, accelerometers, gyroscopes, infrared sensors, radar sensors, impact sensors, vehicle dynamics sensors, and the like. For example, the impact sensors may be mounted at the front of the vehicle to measure the impact force during an accident. Alternatively, vehicle dynamics sensors, such as (but are not limited to) wheel speed sensors, steering angle sensors, and the like, may be configured to detect rapid deceleration during an accident.Optionally, the pressure sensors can be installed in a vehicle frame or integrated into an air chamber unit 106 of the system 100 to measure sudden pressure changes due to rapid braking or a collision. In one embodiment, the system 100 comprises an electronic control unit (ECU) 104, which is communicatively coupled to the sensors 102. The ECU 104 is configured to process the data acquired by the sensors 102 to determine whether an accident has occurred. The acquired data may include (but are not limited to) acceleration values, impact force values, pressure changes, vehicle dynamics such as wheel speed, vehicle direction of travel, and the like. Furthermore, the ECU 104 is configured to generate an accident signal based on the accident determination if the detected rapid deceleration or the collision forces exceed predefined thresholds. For example, if the deceleration exceeds a certain rapid deceleration value of, say, 30 m / s², or the impact force exceeds a certain value of, say, 2200 N, the ECU 104 determines that an accident has occurred. In one embodiment, and with reference to Figures 1B to 1D, the system 100 comprises the air chamber unit 106, which is functionally coupled to the ECU 104. The air chamber unit 106 is configured in a footwell of the vehicle. The air chamber unit can be configured between a body-in-white (BWI) and the vehicle's carpet. Under normal conditions, a plurality of air chambers 108 (hereinafter collectively referred to as "air chambers 108") of the air chamber unit 106 are in a deflated state. Upon receiving the crash signal from the ECU 104, the air chamber unit 106 is triggered by rapidly inflating the air chambers 108 to reduce the impact force of the crash transmitted to the occupant, as shown in Figure 1D. The air chambers 108 can be inflated for a predefined interval to achieve a damping effect by creating resistance to the movement of the occupant's feet.The predefined interval can be, for example, 80 to 120 milliseconds. The air chambers 108 can, for example, be inflated for 100 ms and then deflated again. In one embodiment, the air chambers 108 can be made of high-strength, flexible materials, such as, but not limited to, nylon, polyester (PET), polyurethane (PU) coated fibers, polyvinyl chloride (PVC), silicone rubber, and the like, to withstand the collision forces occurring in an accident while ensuring effective inflation and deflation. Furthermore, the air chambers 108 should be lightweight so as not to impair the vehicle's performance. The air chambers 108 can be designed to be replaceable or resettable after use, thus ensuring that the system 100 can be reused without extensive maintenance. In one embodiment, the system 100 can include a gas generation unit 110 that is functionally coupled to the ECU 104. The gas generation unit 110 can receive the accident signal to generate a gas that inflates the air chambers 108. The gas generation unit 110 can be in the form of gas generators, such as, but not limited to, sodium azide-based gas generators, calcium hydroxide-based gas generators, potassium nitrate-based gas generators, hybrid gas generators, solid gas generators, and the like. In one embodiment, the system 100 can include an air supply control unit (ASCU) 112, which is functionally coupled to the ECU 104. The ASCU 112 can be configured to control and regulate the supply of gas to the air chambers 108 via an air distribution unit 114. The air distribution unit 114 can include an inlet valve 114a and an outlet valve 114b. The inlet valve 114a can connect the ASCU 112 and the air chambers 108, and the outlet valve 114b can be connected to the air chambers 108 to release the gas from the air chamber unit 106. Coupling plugs or Y-connectors can split and direct the gas supply to the air chamber unit 106. The exhaust valve 114b can open after the predefined interval to empty the air chambers 108, allowing the occupant to easily exit the vehicle. In one embodiment, the ECU 104 can generate a non-accident signal under normal conditions, enabling the ASCU 112 to supply air to the air chamber unit 106 in a predefined pattern to massage the occupant's feet. This predefined pattern, such as gentle inflation and deflation cycles, can help massage the occupant's feet. This pattern can vary depending on the desired effect, such as relaxation, improved circulation, or comfort. The predefined massage pattern can include sequences of air pressure changes that can simulate various massage techniques, such as pulsing, kneading, tapping, or vibrating. For example, in the pulsation technique, the air chamber 108 can be inflated and deflated in a rhythmic pattern to simulate a gentle massage. A professional will recognize the use of Air Chambers 108 for massage due to their flexibility, adaptability, and cost-effectiveness. The ability to create targeted, adjustable, and comfortable massage patterns using air pressure makes Air Chambers 108 an ideal choice for improving passenger comfort in vehicles. With reference to Fig. 2, the proposed method 200 for improving the safety of an occupant in a vehicle is disclosed. The method 200 can operate on the basis of one or more sensors 102, an electronic control unit (ECU), and an air chamber unit. The other elements of the method 200 can be an air supply control unit (ASCU) 112, an air distribution unit 114, and other components connected to the system 100, as shown in Fig. 1A. The method 200 can include step 202 in which data associated with rapid deceleration of the vehicle or with collision forces acting on the vehicle are acquired by one or more sensors 102.Furthermore, the procedure 200 may include step 204, in which an electronic control unit (ECU) 104, which is communicatively coupled with the one or more sensors 102, processes the data acquired from the one or more sensors 102 to determine whether an accident has occurred. In addition, the procedure 200 may include step 206, in which the ECU 104 generates an accident signal based on the determination of the accident if the detected rapid deceleration or the collision forces exceed predefined thresholds.Furthermore, the method 200 can include the step of triggering 208 an air chamber unit 106 which is functionally coupled to the ECU 104, wherein the air chamber unit 106 comprises a plurality of air chambers, upon receiving the accident signal from the ECU 104, by rapidly inflating the plurality of air chambers 108 to reduce the impact force transmitted to the occupant by the accident. In one embodiment, the method 200 can include the step of generating gas by a gas generation unit 110 which is functionally coupled to the ECU 104, wherein the gas inflates the plurality of air chambers 108 when the accident signal is received by the ECU 104. A professional in the field of vehicle safety systems, mechanical engineering, or product development will appreciate the proposed System 100 and Procedure 200 due to its innovative approach, dual functionality, and the added value it offers to both consumers and manufacturers. System 100 improves occupant protection, reduces the severity of injuries in an accident, and integrates comfort features that enhance the overall appeal of the vehicle. While various embodiments of the invention have been described above, other and further embodiments of the invention can be developed without deviating from its basic scope. The scope of the invention is defined by the following claims. The invention is not limited to the described embodiments, versions, or examples, which were included to enable a person skilled in the art to manufacture and use the invention in combination with the information and knowledge available to them. The present invention provides a system and a method for improving the safety of an occupant in a vehicle. The system and method of the present invention facilitate the protection of the occupant's lower extremities during an accident. The system and method of the present invention minimize the severity of injuries to the occupant's lower body, such as to the legs, knees and feet. The system and method of the present invention improve the comfort of the occupant under normal driving conditions without affecting legroom in the vehicle. The system and method of the present invention increase customer satisfaction and brand loyalty with regard to the vehicle by prioritizing safety and comfort. The present invention provides a system and a method that represent a cost-effective and easily integrated solution for vehicle manufacturers. QUOTES INCLUDED IN THE DESCRIPTION This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature CN 206031282U

[0007] JP 2018154169A

[0008]

Claims

System (100) for improving the safety and comfort of an occupant in a vehicle, the system (100) comprising: one or more sensors (102) configured to detect data associated with rapid deceleration of the vehicle or with collision forces acting on the vehicle; an electronic control unit (ECU) (104) communicatively coupled to the one or more sensors (102), the ECU (104) being configured to: process the detected data from the one or more sensors (102) to determine whether an accident has occurred; and generate an accident signal based on the determination of the accident if the detected rapid deceleration or the impact forces exceed predefined thresholds;and an air chamber unit (106) that is functionally coupled to the ECU (104), wherein the air chamber unit (106) is configured in a footwell of the vehicle and comprises a plurality of air chambers (108), wherein the air chamber unit (106) is triggered upon receipt of the crash signal from the ECU (104) by rapidly inflating the plurality of air chambers (108) in order to reduce the impact force transmitted to the occupant by the crash. The system (100) according to claim 1, comprising a gas generation unit (110) that is functionally coupled to the ECU (104), wherein the gas generation unit (110) receives the accident signal to generate a gas that inflates the plurality of air chambers (108). System (100) according to claim 1, wherein the plurality of air chambers (108) is inflated for a predefined interval to achieve a damping effect by generating resistance to the movement of the occupant's feet. System (100) according to claim 1, comprising an air supply control unit (ASCU) (112) which is functionally coupled to the ECU (104) and is configured to control and regulate the supply of gas to the plurality of air chambers (108) via an air distribution unit (114). System (100) according to claim 4, wherein the air distribution unit (114) comprises an inlet valve (114a) and an outlet valve (114b), wherein the inlet valve (114a) connects the ASCU (112) and the plurality of air chambers (108) and the outlet valve (114b) is connected to the plurality of air chambers (108) to release the gas from the air chamber unit (106). System (100) according to claims 3 and 5, wherein the exhaust valve (114b) opens after the predefined interval to empty the plurality of air chambers, thereby enabling the occupant to easily exit the vehicle. System (100) according to claim 4, wherein the ECU (104) generates a non-accident signal under normal conditions so that the ASCU (112) can supply air to the air chamber unit (106) in a predefined pattern to massage the occupant's feet. System (100) according to claim 1, wherein the one or more sensors (102) are selected from a group consisting of accelerometers, gyroscope sensors, pressure sensors, infrared sensors, radar sensors, impact sensors and vehicle dynamics sensors. Method (200) for improving the safety and comfort of an occupant in a vehicle, wherein the method (200) comprises the following steps: capturing (202) data associated with rapid deceleration of the vehicle or collision forces acting on the vehicle by one or more sensors (102); processing (204) the captured data from the one or more sensors (102) by an electronic control unit (ECU) (104) communicatively coupled to the one or more sensors (102) to determine whether an accident has occurred; generating (206) an accident signal by the ECU (104) based on the determination of the accident if the captured rapid deceleration or collision forces exceed predefined thresholds;and triggering (208) an air chamber unit (106) that is functionally coupled to the ECU (104), wherein the air chamber unit (106) comprises a plurality of air chambers (108), upon receiving the crash signal from the ECU (104), by rapidly inflating the plurality of air chambers (108) to reduce the impact force transmitted to the occupant by the crash. Method (200) according to claim 9, comprising the step: supplying air under normal conditions by means of an air supply control unit (ASCU) (112) to the plurality of air chambers (108) of the air chamber unit (106) in a predefined pattern to massage the occupant's feet.

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