Sensor and method for vehicle occupant classification system

Abstract

SUMMARY OF THE INVENTION [0005] Techniques are disclosed for systems and methods for detecting and / or classifying vehicle occupants, such as passengers seated within the cockpit of a vehicle. The occupant classification system includes an occupant weight sensor, an occupant presence sensor, and a logic device configured to communicate with the occupant sensor. The occupant weight sensor includes at least first and second conductive electrodes separated by a dielectric layer, upper and lower protective plastic layers configured to support the respective first and second conductive electrodes, and adhesive layers disposed between the plastic layers and the conductive electrodes and between the conductive electrodes and the dielectric layer. To provide edge protection against electrical shorting of the first and second conductive electrodes, the upper protective plastic layer is longer and / or wider than the first conductive electrode, and the lower protective plastic layer is longer and / or wider than the second conductive electrode.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application is a continuation of and claims priority to U.S. patent application Ser. No. 15 / 947,194, entitled "SENSORS FOR VEHICLE OCCUPANT CLASSIFICATION SYSTEMS AND METHODS," filed April 6, 2018, which is a continuation of U.S. patent application Ser. No. 15 / 795,187, filed October 26, 2017, which claims priority to and benefit of U.S. provisional patent application Ser. No. 62 / 527,973, filed June 30, 2017, all of which are incorporated herein by reference in their entireties.

[0002] One or more embodiments of the present invention relate generally to occupant detection systems, and more particularly to systems and methods for classifying occupants, for example, in a vehicle. [Background technology]

[0003] Vehicles are steadily becoming safer by incorporating automated systems that monitor vehicle activity while the vehicle is in motion and provide tailored warnings and assistance as needed. However, problems remain in reliably detecting the presence of vehicle occupants and accurately classifying them as children, relatively small adults, and / or according to other classifications, as well as particularly distinguishing between classifications. Accurate classification is important if the vehicle is to assist or enact safety measures to protect the occupants.

[0004] In particular, airbag deployment can be tailored to reduce the risk of injury caused by the airbag while maintaining occupant safety in a crash. However, while reduced-force airbag deployment is recommended for relatively small adult women, it is not recommended for young children (e.g., under the age of 10), even though these children may reach heights and weights similar to those of relatively small adult women. Thus, there is a need for improved methodologies that provide reliable and accurate vehicle occupant classification, particularly in the context of controlling occupant restraint systems that may apply forces to the vehicle operator. Summary of the Invention [Problem to be solved by the invention]

[0005] Techniques are disclosed for systems and methods for detecting and / or classifying vehicle occupants, such as passengers seated in a vehicle cockpit. A vehicle accessory control system may include one or more occupant weight sensors, an occupant presence sensor, and a logic device configured to communicate with the occupant weight sensors and the occupant presence sensors. Each occupant weight sensor may be configured to provide an occupant weight sensor signal associated with a passenger seat of the vehicle, and each occupant presence sensor may be configured to provide an occupant presence sensor signal associated with the passenger seat. The logic device may be configured to receive the sensor signals associated with the occupant weight sensors and the occupant presence sensors, determine an estimated occupant weight and an occupant presence response, and determine and report a corresponding occupant classification status. The logic device may be configured to determine the estimated occupant weight and occupant presence response based at least in part on various environmental conditions to compensate for the environmental conditions before providing the occupant classification status.

[0006] In various embodiments, the occupant classification system may include one or more temperature sensors, electrical sensors, environmental sensors, acoustic monitoring subsystems, communication modules, and / or additional sensors, actuators, controllers, user interfaces, and / or other modules installed on or within the vehicle. The elements may be implemented with logic devices adapted to form one or more wired and / or wireless communication links for transmitting and / or receiving sensor signals, control signals or other signals and / or data between various components.

[0007] In one embodiment, an occupant classification system may include an occupant weight sensor configured to provide an occupant weight sensor signal associated with a passenger seat of the vehicle, an occupant presence sensor configured to provide an occupant presence sensor signal associated with the passenger seat, and a logic device coupled within the vehicle and configured to communicate with the occupant weight sensor and the occupant presence sensor. The logic device may be configured to receive the occupant weight sensor signal from the occupant weight sensor and the occupant presence sensor signal from the occupant presence sensor, determine an estimated occupant weight and an occupant presence response based at least in part on the occupant weight sensor signal and the occupant presence sensor signal, and determine an occupant classification status corresponding to the passenger seat based at least in part on the estimated occupant weight and / or the occupant presence response.

[0008] In another embodiment, a method may include receiving an occupant weight sensor signal associated with a passenger seat of a vehicle from an occupant weight sensor, receiving an occupant presence sensor signal associated with the passenger seat from an occupant presence sensor, determining an estimated occupant weight and an occupant presence response based at least in part on the occupant weight sensor signal and the occupant presence sensor signal, and determining an occupant classification status corresponding to the passenger seat based at least in part on the estimated occupant weight and / or the occupant presence response.

[0009] In one embodiment, the occupant weight sensor includes first and second conductive electrodes separated by a dielectric layer; and upper and lower protective plastic layers configured to support the respective first and second conductive electrodes, the upper protective plastic layer being longer and / or wider than the first conductive electrodes and the lower protective plastic layer being longer and / or wider than the second conductive electrodes to provide edge protection against electrical shorting of the first and second conductive electrodes. The conductive electrode may include adhesive layers disposed between the upper protective plastic layer and the first conductive electrode, between the lower protective plastic layer and the second conductive electrode, between the first conductive electrode and the dielectric layer, and between the second conductive electrode and the dielectric layer.

[0010] In another embodiment, a method of forming an occupant weight sensor may include forming first and second conductive electrodes; forming a dielectric layer configured to separate the first and second conductive electrodes; forming upper and lower protective plastic layers configured to support the respective first and second conductive electrodes, wherein the upper protective plastic layer is longer and / or wider than the first conductive electrodes and the lower protective plastic layer is longer and / or wider than the second conductive electrodes to provide edge protection against electrical shorting of the first and second conductive electrodes; and adding adhesive layers between the upper protective plastic layer and the first conductive electrodes, between the lower protective plastic layer and the second conductive electrodes, between the first conductive electrodes and the dielectric layer, and between the second conductive electrodes and the dielectric layer.

[0011] The scope of the present invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the present invention, as well as a realization of additional advantages thereof, will be afforded to those skilled in the art by consideration of the following detailed description of one or more embodiments. Reference is first made to the accompanying drawings, which are briefly described below. [Brief explanation of the drawings]

[0012] [Figure 1A] FIG. 1 is a block diagram of a vehicle accessory system according to one embodiment of the present disclosure. [Figure 1B] FIG. 1 is a block diagram of a vehicle control and reporting system according to one embodiment of the present disclosure. [Figure 2A] FIG. 1 is a block diagram of an occupant classification system according to one embodiment of the present disclosure. [Figure 2B]FIG. 1 illustrates a chart of common and problematic occupant classifications for an occupant classification system, according to one embodiment of the present disclosure. [Figure 2C] FIG. 1 illustrates a chart of occupant postures and positions that complicate the operation of an occupant classification system, according to one embodiment of the present disclosure. [Figure 3A] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3B] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3C] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3D] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3E] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3F] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3G] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3H] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3I] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 3J] FIG. 1 illustrates a capacitive occupant weight sensor placement for an occupant classification system according to an embodiment of the present disclosure. [Figure 4] FIG. 1 is a diagram of a capacitive occupant presence sensor for an occupant classification system according to one embodiment of the present disclosure. [Figure 5] FIG. 1 is a diagram of a capacitive occupant presence sensor for an occupant classification system according to one embodiment of the present disclosure. [Figure 6]FIG. 1 is a flow diagram of various operations for detecting and / or classifying a vehicle occupant according to one embodiment of the disclosure. [Figure 7] FIG. 2 illustrates a simplified occupant classification logic table for an occupant classification system according to one embodiment of the present disclosure. [Figure 8A] 10 is a two-dimensional graph of detected occupant presence versus occupant weight for various detected occupants having different occupant classification statuses, according to one embodiment of the present disclosure. [Figure 8B] 10 is a three-dimensional graph of first and second detected occupant presence versus occupant weight for various detected occupants having different occupant classification statuses, according to one embodiment of the present disclosure. [Figure 9] FIG. 1 is a flow diagram of various operations for calibrating an occupant classification system according to one embodiment of the present disclosure. [Figure 10] FIG. 1 is a flow diagram of various operations for manufacturing a mutual capacitance occupant weight sensor for an occupant classification system according to one embodiment of the present disclosure.

[0013] Embodiments of the present invention and their advantages are best understood by reference to the following detailed description, it being understood that like reference numerals are used to identify like elements shown in one or more of the figures. DETAILED DESCRIPTION OF THE INVENTION

[0014] According to various embodiments of the present disclosure, occupant detection and classification is performed using an occupant weight sensor and an occupant presence sensor. The occupant weight sensor and occupant presence sensor, along with a logic device configured to convert sensor signals provided by the occupant weight sensor and occupant presence sensor into estimated occupant weight and occupant presence responses, may be used together to reliably detect and classify occupants with greater sensitivity, accuracy, and granularity than conventional detection systems. In particular, embodiments of the occupant classification system of the present invention may be used to detect and distinguish children from smaller women and men, and to disable, partially enable, or fully enable airbags as needed. Such occupant classification systems may be implemented with various types of user feedback mechanisms, including reporting detection and classification both locally and remotely, such as to a smartphone, as well as reporting potentially unsafe conditions and / or undesirable vehicle behavior, as described herein.

[0015] 1A illustrates a block diagram of a vehicle control system 100 according to one embodiment of the present disclosure. In various embodiments, system 100 may be adapted to measure the orientation, position, acceleration, velocity, temperature, and / or other environmental conditions and / or states of vehicle 110 and / or one or more elements of system 100. System 100 may then use these measurements to control the operation of vehicle 110, occupant restraint system 170, and / or one or more other elements of system 100. In the embodiment illustrated in FIG. 1A, system 100 may be implemented to facilitate the operation of occupant restraint system 170, which may include safety systems and / or modules, including seat belt sensors and / or locking mechanisms, an airbag deployment system, and / or other occupant restraints and / or an occupant classification system (OCS) 200. In some embodiments, system 100 may include one or more of one or more other sensors and / or actuators, such as user interface 120, controller 130, communication module 132, orientation sensor 140, speed sensor 142, gyroscope / accelerometer 144, global navigation satellite system (GNSS) 146, temperature sensor 148, humidity sensor 148, steering sensor / actuator 150, propulsion system 160, occupant restraint system 170, and / or other modules 180. In various embodiments, one or more of the elements of system 100 may be implemented in an integrated housing or structure that may be coupled to vehicle 110 and / or held or carried by a user of vehicle 110. In general, vehicle 110 may be a land, water, and / or air vehicle, including an automobile, truck, locomotive, ship, and / or airplane.

[0016] User interface 120 may be implemented as a display, touchscreen, keyboard, mouse, joystick, knob, steering wheel, ship's wheel or helm, yoke, and / or other device capable of accepting user input and / or providing feedback to a user. In various embodiments, user interface 120 may be adapted to provide user input (e.g., as types of signals and / or sensor information) to other devices of system 100, such as controller 130. User interface 120 may also be implemented with one or more logic devices that may be adapted to execute instructions, such as software instructions, that implement any of the various processes and / or methods described herein. For example, user interface 120 may be adapted to form a communications link, send and / or receive communications (e.g., sensor signals, control signals, sensor information, user input and / or other information), or perform various other processes and / or methods.

[0017] In various embodiments, user interface 120 may render occupant presence identifiers, occupant classification identifiers and occupant classification status identifiers, warning indicators, and / or other identifiers related to the operation of occupant restraint system 170 and / or OCS 200, for example, on a touchscreen display of user interface 120, to allow user input (e.g., user confirmation of one or more of such identifiers and / or warnings). The user interface 120 may be adapted to accept user inputs (user selections), form communication links (e.g., using the communication module 132), select particular wireless network protocols and / or parameters of the particular wireless network protocols and / or wireless links (e.g., passwords, encryption keys, MAC addresses, device identification numbers, device operational profiles, parameters related to device operation and / or other parameters), select methods for processing sensor signals to determine sensor information, and / or otherwise facilitate operation of the system 100 and devices within the system 100. When the user interface 120 accepts user inputs, the user inputs may be transmitted to other devices in the system 100 via one or more communication links.

[0018] In one embodiment, user interface 120 may be adapted to receive sensor signals or control signals (e.g., from orientation sensor 140 and / or steering sensor / actuator 150) via a communication link formed by, for example, one or more associated logic devices, and to display sensor information and / or other information corresponding to the received sensor signals or control signals to a user. In a related embodiment, user interface 120 may be adapted to process the sensor signals and / or control signals to determine sensor information and / or other information. For example, the sensor signals may include the orientation, angular velocity, acceleration, velocity, and / or position of vehicle 110. In such an embodiment, user interface 120 may be adapted to process the sensor signals to determine, for example, estimated and / or absolute roll, pitch, and / or yaw (attitude and / or velocity), and / or sensor information indicative of a particular position or series of positions of vehicle 110, and to display the sensor information as feedback to the user. In one embodiment, user interface 120 may be adapted to display time series of various sensor information and / or other parameters as part of or overlaid on a graph or map that can be referenced to the position and / or orientation of vehicle 110. For example, user interface 120 may be adapted to display a time series of position, direction, and / or orientation of vehicle 110 and / or other elements of system 100 overlaid on a geographic map, which may include one or more graphs showing corresponding time series of actuator control signals, sensor information, and / or other sensor and / or control signals.

[0019] More generally, user interface 120 may be adapted to, for example, display sensor information to a user and / or transmit sensor information and / or user input to other user interfaces, sensors, modules, or controllers of system 100, for example, display, communication, and / or further processing. In one embodiment, user interface 120 may be integrated with one or more sensors (e.g., an imaging module, a position and / or orientation sensor, other sensors) and / or may be portable (e.g., a portable touchscreen display or a smartphone, e.g., or a wearable user interface) to facilitate user interaction with various systems of vehicle 110.

[0020] Controller 130 may be implemented as any suitable logic device (e.g., a processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combination of devices) and may be adapted to execute, store, and / or receive suitable instructions, such as, for example, software instructions implementing control loops for controlling various operations of vehicle 110, occupant restraint system 170, OCS 200, and / or other elements of system 100. Such software instructions may be used to process sensor signals, determine sensor information, provide user feedback (e.g., via user interface 120), interrogate devices regarding operating parameters, select operating parameters for devices, and the like. 100, or to perform any of the various operations described herein (eg, operations performed by logic devices of the various devices of system 100).

[0021] Additionally, a machine-readable medium may be provided for storing non-transitory instructions for loading and execution into controller 130. In these and other embodiments, controller 130 may be implemented with other components as needed, such as volatile memory, non-volatile memory, one or more interfaces, and / or various analog and / or digital components for interfacing with devices of system 100. For example, controller 130 may be adapted to store, for example, sensor signals, sensor information, calibration parameters, sets of calibration points, and / or other operating parameters over time and provide such stored data to a user using user interface 120. In some embodiments, controller 130 may be integrated with one or more user interfaces (e.g., user interface 120), and in one embodiment, may share one or more communication modules. As discussed herein, controller 130 may be adapted to execute one or more control loops for steering control (e.g., using steering sensor / actuator 150) and / or for performing various other operations of vehicle 110 and / or system 100. In some embodiments, the control loop may include processing sensor signals and / or sensor information to control the operation of one or more of the vehicle 110, the occupant restraint system 170, and / or other elements of the system 100.

[0022] Communications module 132 may be implemented as a wired and / or wireless interface configured to communicate sensor data, configuration data, parameters, and / or other data and / or signals, for example, between elements of vehicle 110 and / or wirelessly to remote user devices and / or servers, as shown in more detail in FIG. 1B . As described herein, in some embodiments, communications module 132 may be implemented in a distributed manner, such that portions of communications module 132 are implemented within one or more elements of system 100.

[0023] Orientation sensor 140 may be implemented as a compass, float, accelerometer, and / or other digital or analog device capable of measuring the orientation (e.g., magnitude and direction of roll, pitch, and / or yaw relative to one or more reference orientations, such as gravity and / or magnetic north) of vehicle 110 and / or one or more other elements of system 100 and providing such measurements as sensor signals that can be communicated to various devices of system 100. In some embodiments, orientation sensor 140 may be adapted to provide orientation measurements of vehicle 110. In other embodiments, orientation sensor 140 may be adapted to provide roll, pitch, and / or yaw rate of vehicle 110 (e.g., using a time series of orientation measurements). Orientation sensor 140 may be positioned and / or adapted to provide orientation measurements with respect to a particular coordinate frame of vehicle 110, for example.

[0024] Speed ​​sensor 142 may be implemented as an electronic pitot tube, a metering gear or wheel, a water speed sensor, a wind speed sensor, a wind speed sensor (e.g., direction and magnitude), and / or other device capable of measuring or determining the linear speed of vehicle 110 (e.g., in the surrounding medium and / or aligned with the longitudinal axis of vehicle 110) and providing such measurements as sensor signals that can be communicated to various devices of system 100. In some embodiments, speed sensor 142 may be adapted to provide the speed of the surrounding medium relative to sensor 142 and / or vehicle 110.

[0025] The gyroscope / accelerometer 144 may be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocity / acceleration and / or linear acceleration (e.g., direction and magnitude) of the vehicle 110 and / or other elements of the system 100 and providing such measurements as sensor signals that can be communicated to other devices of the system 100 (e.g., the user interface 120, the controller 130). The gyroscope / accelerometer 144 may be positioned and / or adapted to make such measurements with respect to a particular coordinate frame of the vehicle 110, for example. In various embodiments, the gyroscope / accelerometer 144 may be mounted in a common housing and / or module with other elements of the system 100 to ensure a common frame of reference or known transformations between frames of reference.

[0026] GNSS 146 may be implemented as a global positioning satellite receiver and / or other device capable of determining the absolute and / or relative position of vehicle 110 (e.g., another element of system 100) based on, for example, radio signals received from space-born and / or terrestrial sources, and providing such measurements as sensor signals that may be communicated to various devices of system 100. In some embodiments, GNSS 146 may be adapted to determine the velocity, speed, and / or yaw rate of vehicle 110 (e.g., using a time series of position measurements), such as the absolute velocity and / or yaw component of angular velocity of vehicle 110. In various embodiments, one or more logic devices of system 100 may be adapted to determine the calculated velocity and / or the calculated yaw component of angular velocity of vehicle 110 from such sensor information.

[0027] Temperature sensor 148 may be implemented, for example, as a thermistor, an electrical sensor, an electrical thermometer, and / or other device capable of measuring temperatures associated with vehicle 110, occupant restraint system 170, OCS 200, and / or one or more other elements of system 100, and providing such measurements as sensor signals that may be communicated to various elements of system 100, including controller 130. In some embodiments, temperature sensor 148 may be configured to directly measure the operating temperature of one or more elements of OCS 200 and / or other elements of system 100, such as by being thermally and / or physically coupled to or near OCS 200. In other embodiments, temperature sensor 148 may be configured to measure an environmental temperature associated with vehicle 110, such as a cockpit or dash temperature, which may be used to estimate the temperature of one or more elements of system 100, including OCS 200.

[0028] Humidity sensor 149 may be implemented, for example, as a relative humidity sensor, an electrical sensor, an electrical relative humidity sensor, and / or other device capable of measuring the relative humidity associated with vehicle 110, occupant restraint system 170, and / or one or more other elements of system 100, and providing such measurements, such as sensor signals, that may be communicated to various elements of system 100, including controller 130. In some embodiments, humidity sensor 149 may be configured to directly measure the relative humidity associated with one or more elements of OCS 200 and / or other elements of system 100, such as by being physically coupled to or near an element of OCS 200. In other embodiments, humidity sensor 149 may be configured to measure environmental relative humidity associated with vehicle 110, such as cockpit or dash relative humidity, which may be used to estimate the relative humidity of one or more elements of system 100, including OCS 200. In one embodiment, humidity sensor 149 may be integrated with temperature sensor 148.

[0029] The steering sensor / actuator 150 is connected to the system 1 such as the controller 130. 100, and / or according to one or more control signals provided by the logic device of the system 100 and / or user input. Steering sensor / actuator 150 may include one or more actuators and control surfaces (e.g., rudders or other types of steering or trim mechanisms) of vehicle 110 and may be adapted to physically adjust the control surfaces to various positive and / or negative steering angles / positions. Steering sensor / actuator 150 may be adapted to sense the current steering angles / positions of such steering mechanisms and provide such measurements to controller 130, e.g., to facilitate feedback autopilot control of vehicle 110, or to adjust the operation of other elements of system 100.

[0030] Propulsion system 160 may be implemented as a propeller, turbine, or other thrust-based propulsion system, a mechanical wheel and / or track propulsion system, a sail-based propulsion system, and / or any other type of propulsion system that can be used to provide motive power to vehicle 110. In some embodiments, propulsion system 160 may include non-articulating elements, such that, for example, the direction of motive power and / or thrust generated by such elements is fixed relative to the coordinate frame of vehicle 110. Non-limiting examples of non-articulating propulsion elements include, for example, a fixed drivetrain for a land vehicle, an inboard motor for a watercraft with a fixed thrust vector, or a fixed aircraft propeller or turbine. In other embodiments, propulsion system 160 may include articulating elements, and may be coupled to and / or integrated with steering sensors / actuators 150, such that, for example, the direction of generated motive power and / or thrust is variable relative to the coordinate frame of vehicle 110. Non-limiting examples of articulated propulsion elements include, for example, a steerable drive train for a land vehicle, an outboard motor for a marine vessel, an inboard motor for a marine vessel with variable thrust vector / port (e.g., used to steer the vessel), a sail, or an aircraft propeller or turbine with variable thrust vector.

[0031] The occupant restraint system 170 may be implemented with one or more airbag controllers, airbag assemblies, seatbelt detection and locking / unlocking assemblies, and / or other passenger restraint subsystems, including, for example, the occupant classification system 200. Generally, the occupant restraint system 170 may include various environmental and / or situational sensors, actuators, and / or other devices that facilitate the operation of safety mechanisms associated with the operation of the vehicle 110. For example, the occupant restraint system 170 may be configured to receive motion and / or situational data from the sensors 140-149 and use such sensor data to suppress or deploy airbags. The occupant restraint system 170 may also act as an intermediary between various critical safety systems and, for example, the controller 130, to provide a low-latency or override command structure that aids in the safe operation of the vehicle 101.

[0032] The occupant classification system 200 may be implemented with one or more different types of occupant detection sensors, including, for example, an occupant weight sensor and an occupant presence sensor, as described in more detail herein. The occupant classification system 200 may include or be configured to access various types of environmental sensors, including a temperature sensor 148 and a humidity sensor 149, to apply appropriate corrections to the various occupant sensors and produce more reliable and accurate results. Occupant classifications derived from sensor data may include classification as a child, a 5th percentile female (e.g., a relatively small and / or underweight adult female), or a 50th percentile male (e.g., an average male), and embodiments are capable of reliably distinguishing between each classification under a variety of different conditions, including conditions related to posture, position, leg extension, clothing, the presence and type of car seat, and / or other conditions. Occupant classification situations may include application-specific situations tailored to a particular application, including the deployment of an airbag to protect the passengers of the vehicle 110. In some embodiments, such classifications may be implemented in a variety of different ways, including as a vehicle occupant classification. Occupant classification situations may include "suppress" or "inhibit" situations (e.g., inhibiting the detonation of an airbag charge), "minor" situations (e.g., only partially detonating an airbag charge or one or more of multiple airbags / charges), and "major" situations (e.g., fully detonating an airbag charge or multiple airbags / charges). Embodiments of OCS200 can reliably classify occupants according to standard classification criteria. Furthermore, the additional sensitivity and granularity provided by embodiments of OCS200 can provide a safer and more graduated response in the event of a crash and airbag deployment, and / or other actions that are mitigated by occupant restraint system 170 and / or other elements of system 100.

[0033] For example, in some embodiments, more granular occupant classification conditions may include a prohibition condition (e.g., corresponding to an empty passenger seat or a passenger seat with an infant car seat—different occupant classifications with the same application-specific condition), a Type 1 airbag deployment condition (e.g., corresponding to a small child occupant classification), a Type 2 airbag deployment condition (e.g., corresponding to a small adult occupant classification), a Type 3 airbag deployment condition (e.g., corresponding to a large adult occupant classification), and a Type 4 airbag deployment condition (e.g., corresponding to an especially large adult occupant classification). Each type of airbag deployment condition may identify gradual airbag deployment, such as an increase in total airbag fill energy from Type 1 to Type 4 (and / or additional types), the number and location of airbags, and / or other airbag deployment characteristics. Alternatively or additionally, each type of airbag deployment condition may identify a different airbag deployment mechanism, such as a specific type and location of airbags configured to safely deploy for small children. In general, an empty or car seat occupant classification may correspond approximately to the mode 242 portion of chart 240 in FIG. 2B , a small child occupant classification may correspond approximately to the mode 242 and gray zone 250 portion (e.g., including an approximately 6-year-old classification and corresponding airbag deployment conditions), a small adult occupant classification may correspond approximately to the mode 244 and gray zones 250 and 252 portion, a large adult occupant classification may correspond approximately to the mode 246 and gray zones 252 and / or 254 portion, and a particularly large adult occupant classification may correspond approximately to the gray zone 252 portion.

[0034] 1A illustrates various sensors and / or other components of system 100 separate from occupant restraint system 170 and / or OCS 200, in other embodiments, any or a combination of the sensors and components of system 100 may be integrated with occupant restraint system 170 and / or OCS 200. For example, temperature sensor 148 and / or humidity sensor 149 may be integrated with occupant restraint system 170 and / or OCS 200 and configured to provide direct measurement of the temperature and / or humidity of one or more elements of occupant restraint system 170 and / or OCS 200.

[0035] Other modules 180 may include, for example, other and / or additional sensors, sensor arrays, actuators, logic devices, communication modules / nodes, power and / or power distribution components, and / or user interface devices used to measure and / or provide additional environmental conditions and / or situational information, for example, related to vehicle 110 and / or other elements of system 100. In some embodiments, other modules 180 may also include additional humidity sensors, barometers, pressure sensors, position sensors, alarms, radar systems, cameras, and / or other environmental sensors that provide measurements and / or other sensor signals that may be displayed to a user and / or used by other elements of system 100 (e.g., controller 130) to correct for environmental conditions and / or provide operational control of vehicle 110 and / or system 100. In some embodiments, other modules 180 may include a voice monitoring subsystem configured to monitor voice commands and / or other sounds in the vehicle cockpit and provide the voice commands and / or sounds to controller 130.

[0036] Generally, each element of the system 100 is configured to, for example, control the operation of the occupant restraint system 170 or The method may be implemented in any suitable logic device (e.g., a processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combination of devices) that can be adapted to execute, store, and / or receive suitable instructions, such as software instructions, that implement a method for transmitting and / or receiving sensor signals, sensor information, and / or control signals, etc., between one or more devices of system 100. In one embodiment, such a method may include instructions for forming one or more communication links between various devices of system 100 and / or one or more remote user devices and / or servers. Additionally, one or more machine-readable media may be provided for storing non-transitory instructions for loading and executing on any logic device implemented in one or more of the devices of system 100. In these and other embodiments, the logic device may be implemented with other components, such as volatile memory, non-volatile memory, and / or one or more interfaces, as appropriate (e.g., an Inter-Integrated Circuit (I2C) interface, a Mobile Industrial Processor Interface (MIPI), a Joint Test Action Group (JTAG) interface (such as the IEEE 1149.1 standard Test Access Port and boundary scan architecture), and / or other interfaces, such as one or more interfaces for antennas or interfaces for particular types of sensors).

[0037] Each element of system 100 may be implemented with one or more amplifiers, modulators, phase adjusters, beamforming components, digital-to-analog converters (DACs), analog-to-digital converters (ADCs), various interfaces, antennas, transducers, and / or other analog and / or digital components, e.g., enabling each device of system 100 to transmit and / or receive signals at various frequencies, e.g., to facilitate wired and / or wireless communication between one or more devices of system 100. Such components may be integrated with corresponding elements of system 100, e.g., to facilitate wired and / or wireless communication between one or more devices of system 100. In some embodiments, the same or similar components may be used to perform one or more sensor measurements, as described herein. Sensor signals, control signals, and other signals may be communicated between elements of system 100 using various wired and / or wireless communication technologies, including, e.g., voltage signals, Ethernet, WiFi, Bluetooth, Zigbee, Xbee, Micronet, CAN bus, or other mediums and / or short-range wired and / or wireless network protocols and / or implementations. In such an embodiment, each element of system 100 may include one or more modules that support wired, wireless, and / or a combination of wired and wireless communication technologies.

[0038] 1B shows a diagram of a vehicle control and reporting system 102 according to an embodiment of the present disclosure. As seen in FIG. 1B, system 102 may include system 100 of FIG. 1A configured to communicate with user device 112 and / or server 116 via one or more communication links 113, 115, and 117 and network 114 and / or optional direct communication link 111. In various embodiments, communication links 111, 113, 115, and 117 and network 114 may include one or more wired and / or wireless network interfaces, protocols, topologies, and / or methodologies as described herein.

[0039] In typical operation, system 100 may be configured to provide information regarding the operation and / or status of vehicle 110 and / or elements of system 100 / vehicle 110, for example, to user device 112 and / or server 116, and / or receive control commands related to elements of system 100 / vehicle 110 from user device 112 and / or server 116. For example, controller 130 of system 100 may be configured to establish communication link 117 to network 114 (e.g., a wide area network such as a cellular network and / or the Internet) using communication module 132 to communicate with server 116 via communication link 115 and / or user device 112 via communication link 113, for example, to receive control commands related to elements of system 100. In other embodiments, the controller 130 of the system 100 may be configured to use the communication module 132 to establish a communication link 111 directly to the user device 112 (e.g., a local area network such as a Bluetooth or Wifi network) and receive control commands directly from the user device 112.

[0040] Alternatively, controller 130 and communications module 132 may be configured to report various operational characteristics and / or conditions associated with occupant restraint system 170 and / or OCS 200 to user device 112 and / or server 116 using any communications mechanism. In particular, controller 130 may be configured to determine occupant classifications and / or occupant classification statuses of occupants and report the occupant classifications and / or occupant classification statuses to user device 112 and / or server 116. Such reports may indicate safety issues associated with one or more occupants of a particular vehicle, such as an unbelted occupant, the number of occupants detected in the vehicle and / or their classifications and / or classification statuses, cabin and / or other temperatures coupled to the presence of children, and / or a locked / closed vehicle cockpit, and / or other safety issues identified by occupant restraint system 170 and / or OCS 200, etc. In various embodiments, communications between elements of system 102 may be time-stamped to distinguish between older commands, conditions, and / or associated environmental conditions from updated ones.

[0041] User device 112 may be implemented as a logic device, tablet computer, laptop, smartphone, desktop, and / or server computer that may be configured to provide control commands (e.g., door unlock command or window open command) to system 100 and / or receive classifications, statuses, and / or associated environmental conditions reported by system 100 and render corresponding identifiers on a display of user device 112. In some embodiments, user device 112 may be configured to render a control selector on a display of user device 112, receive a user selection of the control selector, and provide a corresponding unlatch or control command to system 100.

[0042] Server 116 may be implemented as a logic device, tablet computer, laptop, desktop, and / or server computer that may be configured to provide control commands to system 100 and / or receive classifications, status, and / or associated environmental conditions reported by system 100. In some embodiments, server 116 may operate to communicate such commands, status, and / or other data between system 100 and user device 112. In other embodiments, server 116 may initiate various control commands. For example, a user may accidentally lock user device 112 within vehicle 110 and / or within a vehicle accessory of vehicle 110. The user may call a service provider operating server 116 (e.g., using a different user device 112) to request the service provider to unlock vehicle 110. The service provider may request the release and / or unlatching of vehicle accessories on the vehicle 110 using the server 116 .

[0043] Communication link 111 may typically be implemented using one or more wireless network interfaces, protocols, topologies, and / or methodologies configured for local area networking, such as a Bluetooth® or WiFi communication link. Communication link 117 may typically be implemented using one or more wireless network interfaces, protocols, topologies, and / or methodologies configured for wide area networks, such as a WiFi or cellular communication link. Communication links 113 and / or 115 may typically be implemented using one or more wired and / or wireless network interfaces, protocols, topologies, and / or methodologies configured to interface with wide area networks. Network 114 may typically be implemented by a wide area network, such as a cellular network and / or the Internet. While network 114 is shown as a single element in FIG. 1B , in various embodiments, network 114 may include multiple network infrastructures and / or combinations of infrastructures, e.g., each of system 100 / vehicle 110 and / or user device 112 may be configured to access server 116 using substantially different network infrastructures.

[0044] 2A shows a diagram of OCS 200 according to an embodiment of the present disclosure. As shown in FIG. 2A , OCS 200 includes passenger seat 210 having occupant weight sensor 222 and occupant presence sensor 224 disposed within cushion 212 of passenger seat 210 and passenger presence sensor 226 disposed within seat back 216 of passenger seat 210. Passenger seat 210 may be used to secure an operator / driver and / or a non-driving passenger to vehicle 110 and / or the cockpit of vehicle 110 (e.g., as used herein, “passenger seat” may refer to any type of seat for a vehicle, including a driver's seat). Occupant weight sensor 222 and occupant presence sensors 224 and 226 are electrically coupled to and configured to communicate with (e.g., transmit and / or receive sensor signals and / or data from) OCS controller 230 via respective sensor leads 223, 225, and 227. 2A also shows airbag controller 172 and airbag assembly 174 of occupant restraint system 170 communicatively coupled to each other and / or OCS controller 230 via communication links 173 and 175. In general, OCS 200 may be configured to detect and / or classify an occupant in passenger seat 210 and provide occupant classification status to airbag controller 172 to facilitate safe control of airbag assembly 174. Such occupant classification status may be used in conjunction with other elements of system 100, such as, for example, to alert a user to the presence of a child (e.g., an occupant who typically has a different classification status than an adult) in vehicle 110 while vehicle 110 is parked and locked.

[0045] Occupant detection and classification have traditionally been relatively difficult. For example, FIG. 2B illustrates a chart 240 of common problematic occupant classifications for occupant classification systems. As shown in FIG. 2B, chart 240 illustrates three common operating modes 242 (e.g., detecting young children), 244 (e.g., detecting 5th percentile females), and 246 (e.g., detecting average or 50th percentile males), each of which is fairly well-defined, but interspersed with gray areas 250, 252, and 254 that are typically not sufficiently distinct from modes 242, 244, and 254 to potentially result in injury, for example, when an airbag should be prohibited (e.g., for children) or deployed according to a "small airbag" protocol (e.g., partial or somewhat inhibited deployment) rather than a "large airbag" protocol (e.g., full deployment). Embodiments of the present disclosure address the issue of identifying children as relatively small women and men, for example. This need is addressed by providing additional granularity and sensitivity to reliably distinguish between adults and children. FIG. 2C illustrates a chart 260 of occupant postures and positions 264 that complicate the operation of an occupant classification system. As can be seen from the graphic 264 and accompanying description 262, children and restless adults can be particularly difficult to detect and classify when traveling in a vehicle. This is especially true when attempting to classify adults who sometimes sit with their legs outstretched and sometimes with their feet flat and near the leading edge of the passenger seat 210. Embodiments of the OCS 200 can provide a relatively reliable and granular occupant classification situation by incorporating multiple differentiated and relatively sensitive occupant sensors (e.g., occupant weight sensor 222 and occupant presence sensors 224 and 226 as shown).

[0046] 2A may be a capacitive and / or other type of weight sensor configured to provide an occupant weight sensor signal associated with passenger seat 210 to OCS controller 230. For example, occupant weight sensor 222 of OCS 200 may be implemented by one or more of an air bladder weight sensor (e.g., a compressed, sealed gas seal disposed within cushion 212 and coupled to a pressure sensor configured to provide a sensor signal indicative of the occupant's weight) and / or other conventional vehicle occupant weight sensors. As shown in FIG. 2A , occupant weight sensor 222 may be disposed within cushion 212 of passenger seat 210 to measure the weight of the passenger or occupant of passenger seat 210 while seated. In some embodiments, occupant weight sensor 222 may be generally planar and oriented substantially parallel to the upper surface or seat pan of cushion 212. Occupant presence sensors 224 and 226 may be capacitive and / or other types of occupant / passenger presence sensors configured to provide an occupant presence sensor signal associated with passenger seat 210 to OCS controller 230. As shown in FIG. 2A , occupant presence sensor 224 may be disposed within cushion 212 of passenger seat 210 to measure the seated presence or position of a passenger or occupant of passenger seat 210. Occupant presence sensor 226 may be disposed within seatback 216 of passenger seat 210 to measure the reclined presence or position of a passenger or occupant of passenger seat 210. In some embodiments, either one of occupant presence sensors 224 and 226 may be omitted from OCS 200.

[0047] 2A , occupant weight sensor 222 and occupant presence sensors 224 and 226, respectively, are communicatively coupled to OCS controller 230 via sensor leads 223, 225, and 227. In various embodiments, OCS controller 230 may be implemented similarly to any of the logic devices and / or other elements described with respect to system 100 of FIG. 1A, including controller 130. OCS controller 230 may be configured to poll occupant weight sensor 222 and / or occupant presence sensors 224 and 226 and receive corresponding sensor data. For example, in embodiments in which each of occupant weight sensor 222 and occupant presence sensors 224 and 226 is implemented as a capacitive sensor, OCS controller 230 may be configured to provide a capacitance probe signal (e.g., a signal having a frequency and / or bandwidth) to occupant weight sensor 222 and occupant presence sensors 224 and 226, and then receive a corresponding mutual capacitance sensor signal and / or self-capacitance sensor signal corresponding to the mutual capacitance and / or self-capacitance of each of the sensors, as described in more detail herein. Various capacitance and / or other measurement techniques may be used by OCS controller 230 to receive corresponding occupant weight sensor signals / data and / or occupant presence sensor signals / data from occupant weight sensor 222 and occupant presence sensors 224 and 226.

[0048] The airbag controller 172 may be implemented, for example, similarly to the controller 130 and / or the OCS controller 230 and controls the operation of the airbag assembly 174. The airbag assembly 174 may be configured to control the deployment of the airbags. The airbag assembly 174 may include various pyrotechnic charges, airbags, and / or other devices and / or structures that facilitate the deployment of the airbags in the event of a collision. In various embodiments, the communication links 173 and / or 175 may be implemented, for example, with one or more wired or wireless communication links and may be coupled through the controller 130. In some embodiments, part or all of the communication link 173 may be implemented, for example, as part of a CAN bus for the vehicle 110 to ensure uncongested and / or relatively low latency communication between the OCS controller 230 and the airbag controller 172, or may be a secure direct link between the OCS controller 230 and the airbag controller 172. In some embodiments, OCS 200 may include a seat belt latch 220 for passenger seat 210, which may include a seat belt sensor (e.g., to detect seat belt engagement) and / or a lock, and operation of OCS 200 may be coordinated with the seat belt engagement or lock status to, for example, issue an alarm or warning or inhibit or inhibit airbag deployment if a particular class of occupant is not belted in passenger seat 210 while vehicle 110 is in motion or experiencing a crash.

[0049] 3A-3F illustrate various capacitive occupant weight sensor placements for an occupant classification system according to embodiments of the present disclosure. As shown in FIG. 3A, capacitive occupant weight sensor 322A is positioned approximately equidistant between the leading edge 312 of cushion 212 and the interface 316 with seat back 216, approximately at the center of cushion 212. Capacitive occupant weight sensor 322A occupies approximately 25% of the upper surface of cushion 212. Also shown in FIG. 3A is section line 313, which indicates the orientation of the cross-sectional view of capacitive occupant weight sensor 322A presented by FIG. 3D. In FIG. 3B, capacitive occupant weight sensor 322B is again positioned approximately at the center of cushion 212, but is larger (e.g., wider and longer) than capacitive occupant weight sensor 322A, occupying approximately 90% of the upper surface of cushion 212. This increased surface area generally increases the sensitivity of the weight sensor, particularly for problematic postures and foot positions. Generally, the capacitive occupant weight sensor can cover a surface area (as viewed from above) of between approximately 25% and 90% of the surface area of ​​the upper surface of the cushion 212 of the passenger seat 210. In FIG. 3C , first and second capacitive occupant weight sensors 322C and 322D are disposed within the cushion 212. Such an arrangement can provide increased sensitivity similar to that of capacitive occupant weight sensor 322B, but is more easily molded to the contours of the cushion 212 and less susceptible to damage. Furthermore, such dual capacitive occupant weight sensors can be configured to sense a wider range of distinct occupant postures and positions. The first capacitive weight sensor 322C is disposed within the cushion 212 of the passenger seat 210 adjacent the leading edge 312 of the cushion 212, as shown, and is oriented so that its generally planar structure is substantially parallel to the upper surface of the cushion 212 and / or the seat pan. The second capacitive weight sensor 322D is disposed within the cushion 212 between the first capacitive weight sensor 322D and the interface 316 between the cushion 212 and the backrest 216 of the passenger seat 210.

[0050] FIG. 3D shows a cross-sectional view of capacitive occupant weight sensor 322A along section line 313. The dimensions of capacitive occupant weight sensor 322A in FIG. 3D are not to scale and have been exaggerated to show assembly details. As shown in FIG. 3D, capacitive occupant weight sensor 322A is implemented as a mutual capacitance-based sensor and includes two substantially parallel conductive planar electrodes / metal plates 334 and 336 separated by a dielectric layer 340. In the embodiment shown in FIG. 3D, dielectric layer 340 may be implemented by a patterned dielectric foam that may be approximately 3-4 mm thick.

[0051] The conductive electrodes / metal plates 334 and 336 may be made of, for example, copper, aluminum, or other conductive elemental or alloy metals, and may be relatively thin, such as a conductive metal foil less than 1 mm thick (e.g., about 100 microns thick) adhered to the plastic layers 330 and 332 via adhesive layer 339 as shown. In other embodiments, one or more of the conductive electrodes 334 and 336 may be formed, for example, from a conductive fabric, mesh, or grid of individual conductive wires, strips, tabs, and / or other conductive structures that may be woven together, potted (e.g., with adhesive / epoxy), sintered, and / or otherwise formed into the conductive electrodes 334 and / or 336, which may then be adhered to the protective plastic layers 330 and 332. As shown in at least FIG. 3D , the conductive electrodes 334 and / or 336 may be formed to be substantially planar electrodes, at least when viewed in cross section. More generally, however, in other embodiments, the conductive electrodes 334 and / or 336 may be formed according to different shapes and arrangements that may or may not be substantially planar, at least when viewed in cross section, and may be housed by a correspondingly shaped dielectric layer 340. For example, the conductive electrodes 334 and / or 336 may each be spaced at different spacings (e.g., relative to each other) and / or at varying spacings (e.g., under certain conditions). rank (within the structure) in the corresponding mesa of the other electrode or under rank A plurality of mesas or substructures conductively connected to the structure rank All such mesas and / or undersides may be formed from the structure. rank The structure may be supported by corresponding pockets and / or other molded portions in plastic layers 330 and 332 .

[0052] In various embodiments, the upper protective plastic layer 330 may be generally (but minimally) longer and / or wider than the lower protective plastic layer 332, and both plastic layers 330 and 332 may be minimally longer and / or wider than the conductive electrodes / metal plates 334 and 336 and the dielectric layer 340 to provide sufficient edge protection against electrical shorts. As such, both the upper plastic layer 330 and the upper copper layer 334 may comprise a surface area between 25 and 90 percent of the surface area of ​​the upper surface of the cushion 212 of the passenger seat 210, and both the conductive electrodes / metal plates 334 and 336 may be oriented such that they are substantially parallel to the upper surface of the cushion 212 and / or the seat pan of the cushion 212. The capacitive occupant weight sensor 322 may be assembled by bonding a plastic layer 330 to a copper layer 334 via adhesive 339 to form a first subassembly, bonding a plastic layer 332 to a copper layer 336 via adhesive 339 to form a second subassembly, and bonding both subassemblies to a dielectric layer 340 via adhesive 338 to form a “sandwich” parallel plate capacitor as shown.

[0053] FIG. 3E shows a cross-sectional view of a dielectric layer 340B oriented similarly to the dielectric layer 340 of FIG. 3D. In some embodiments, rather than relying on the expansion resilience of a foamed dielectric layer, the capacitive occupant weight sensor 322 may be implemented with an air-gap dielectric supported by a compression spring assembly 340B formed by a pair of plastic layers 342 and 344 supported and held apart to form an air gap 356 by a flat compression spring 350. In one embodiment, the flat compression spring 350 may be formed from a single metal plate / ridge 352 with multiple spring leaves 354 distributed across the top and bottom surfaces of the metal plate / ridge 352. As shown in FIG. 3F, the flat compression spring 350 may be formed from a patterned metal plate 352 having multiple alternating spring leaves 354 and cutouts 360. In various embodiments, each spring leaf 354 can include a short spring tab 358 where it joins with plastic layer 342 or 344 to form compression spring assembly / air gap dielectric layer 340B. Such tabs 358 may be used to clip and / or otherwise secure flat compression spring 350 to plastic layers 342 and 344. Typically, the overall width of air gap dielectric layer 340B is much greater than the 3-4 mm width of foam dielectric layer 340 and can approach a thickness of 1 cm or more.

[0054] FIG. 3G shows a cross-sectional view of the capacitive occupant weight sensor 322 when positioned within the cushion 212 of the passenger seat 210. The dimensions of the elements in FIG. 3D are not to scale and are exaggerated to show the assembly details. As shown in FIG. 3G, the capacitive occupant weight sensor 322 may be positioned above the seat pan 370 and spring mat 372 of the cushion 212 and below the foam layer 374 of the cushion 212. In some embodiments, the cushion 212 may also include a heater mat assembly 376 positioned adjacent to the top surface / cover 378 of the cushion 212 (e.g., the heater mat assembly 376 may be sewn to the back of the trim of the cushion 210, approximately 3 mm below the top surface 378, where the trim hooks to the frame of the passenger seat 210). The cushion 212 / passenger seat 210 may be coupled to the vehicle 110 by a mounting assembly 380, which may be adjustable. Similar configurations may be used for the heater mat assembly, top / cover, foam layer and / or other similar elements for the backrest 216 of the passenger seat 210.

[0055] Figure 3H shows a side view of a dielectric layer 340C that may be oriented and / or arranged to form a dielectric layer for an occupant weight sensor, similar to the dielectric layer 340 of Figure 3D and / or the dielectric layer 340B of Figure 3E. In some embodiments, the capacitive occupant weight sensor 322 may be implemented with an air-gap dielectric supported by a compression spring assembly 340C formed by a pair of plastic layers 342C and 344C (e.g., upper and lower plates, respectively) that are supported and held apart to form an air gap 356C by an arrangement of wave springs 354C. As shown in Figure 3G, the plastic layers 342C and 344C may include one or more alignment assemblies 362 configured to secure and align the plastic layers 342C and 344C relative to one another and to secure the wave springs 354C between the plastic layers 342C and 344C. In various embodiments, the wave spring 354C may be, for example, one or more single folds, multiple folds (e.g., two or more folds), and / or nested wave springs, and / or other spring arrangements, diameters, and / or assemblies, and may be selected to provide a particular range of capacitance change (e.g., deflection of the conductive electrodes / metal plates 334 and 336) for a corresponding range of passenger weights and / or weight distributions across the top surface / cover 378 of the cushion 212.

[0056] 31, plastic layers 342C and / or 344C may include one or more patterned recesses / grooves 345 and / or mesas 347 (e.g., formed in inner surface 343 of plastic layers 342C / 344C) configured to align and / or hold each individual wave spring 354C in place relative to inner surface 343 and / or plastic layers 342C / 344C and / or relative to other springs in the array of wave springs 354C. In the embodiment shown in FIG. 31, patterned recesses 345 and / or mesas 347 and the corresponding array of wave springs 354C are generally arranged in a square lattice configuration. In other embodiments, the patterned recesses 345 and / or mesas 347 and corresponding array of wave springs 354C may be numbered and / or arranged according to other grid arrangements (e.g., diagonal rectangles, central rectangles, and / or hexagons) and / or according to other patterns to provide a particular range of capacitance variation for a corresponding range of passenger weight and / or weight distribution across the top surface / cover 378 of the cushion 212. Different size arrays are contemplated, including, for example, different numbers of columns and / or rows, different spring spacing, and / or different spring diameters.

[0057] In various embodiments, each alignment assembly 362 of the plastic layer 342C / 344C is formed on the inner surface 343 within each peripheral tab 365 of the plastic layer 342C / 344C. The plastic layers 342C and 344C may include alignment ridges / cushions 364 molded around the through-holes 363 (e.g., for fastening bolts) formed therein. FIG. 3J shows the plastic layers 342C / 344C of FIG. 3I with wave springs 354C positioned within and aligned with (e.g., located within) the patterned recesses 345 and / or mesas 347. As shown in FIGS. 3H-3J, the plastic layers 342C and 344C may, in some embodiments, be formed to be nearly structurally identical, for example, due to simple manufacturing of the plastic layers 342C and 344C (e.g., the same press, mold, and / or cut pattern may be used to manufacture both the plastic layers 342C and 344C). In general, the overall width of the air gap dielectric layer 340C may be similar to that provided by the air gap dielectric layer 340B (e.g., it may approach a thickness of 1 cm or more).

[0058] FIG. 4 illustrates a diagram of a capacitive occupant presence sensor 424 for an OCS 200 in accordance with one embodiment of the present disclosure. As shown in FIG. 4, the capacitive occupant presence sensor 424 is implemented as a self-capacitance-based sensor and includes at least one conductive metal trace 440 disposed within the cushion 212 of the passenger seat 210. In FIG. 4, the capacitive occupant presence sensor 424 is integrated with a heater mat assembly 450 that includes an outer conductive metal trace 452 configured to function as a heater element of the heater mat assembly 450. The inner conductive metal trace 440 may extend 50% to 100% across the length and / or width of the cushion 212, such as in a serpentine pattern, to form a self-capacitance-based sensor configured to detect the presence and / or presence response of an occupant in the passenger seat 210. Also shown in FIG. 4 are terminals 454 that facilitate electrical connection to the outer conductive metal trace / heater element 452 and terminals 442 that facilitate electrical connection to the inner conductive metal trace 440. The sensor lead 225 extending from the terminal 440 is insulated within a corrugated tube surrounded by felt to prevent direct contact with the ground of the vehicle 110 .

[0059] In general, the self-capacitance of the capacitive occupant presence sensor 424 is approximately inversely proportional to the distance between the inner conductive metal trace 440 and a passenger sitting or attempting to sit on the cushion 212. In various embodiments, a passenger sitting on the cushion 212 generates a measurable change in the self-capacitance of the capacitive occupant presence sensor 424 when at least a portion of the passenger comes within approximately 4 mm of the inner conductive metal trace 440. Such a presence detection proximity threshold may be increased or decreased (e.g., from 2 to 8 mm or more), for example, by adjusting the pattern, size, and / or other structural characteristics of the inner conductive metal trace 440 and / or the cushion 212, and / or by adjusting the frequency, amplitude, and / or other characteristics of the capacitance probe signal (e.g., provided by the OCS controller 230) used to generate the self-capacitance sensor signal from the occupant presence sensor 424. Furthermore, when a passenger is sitting on the cushion 212, the self-capacitance of the capacitive occupant presence sensor 424 is approximately proportional to the passenger's coverage area on the inner conductive metal trace 440. Thus, the occupant presence sensor signal provided by the occupant presence sensor 424 indicates both the presence of an occupant on the cushion 212 and / or in the passenger seat 210 and a measurement of the occupant's reach area across the surface area of ​​the upper surface / cover 378 of the cushion 212, and such signal can be used to detect occupants and to distinguish between different classes of occupants, as described herein.

[0060] 5 illustrates a diagram of a capacitive occupant presence sensor 526 for an OCS 200 according to one embodiment of the present disclosure. As shown in FIG. 5, the capacitive occupant presence sensor 526 is implemented as a self-capacitance-based sensor and includes at least one conductive metal trace 540 disposed on the seat back 216 of the passenger seat 210. In FIG. 5, the capacitive occupant presence sensor 526 is integrated with a heater mat assembly 550 that includes an outer conductive metal trace 552 configured to function as a heater element of the heater mat assembly 550. The metal trace 540 may extend 50% to 100% across the length and / or width of the seat back 216, such as in a serpentine pattern, to form a self-capacitance-based sensor configured to detect the presence and / or presence response of an occupant in the passenger seat 210. Also shown in FIG. 5 are terminals 554 that facilitate electrical connection to the outer conductive metal trace / heater element 552 and terminals 542 that facilitate electrical connection to the inner conductive metal trace 540. The sensor lead 227 extending from terminal 540 is insulated within a corrugated tube surrounded by felt to prevent direct contact with the ground of the vehicle 110.

[0061] Similar to the capacitive occupant presence sensor 424, the self-capacitance of the capacitive occupant presence sensor 526 is approximately inversely proportional to the distance between the inner conductive metal trace 540 and a passenger sitting or attempting to sit (e.g., leaning against) the seat back 216. In various embodiments, a passenger sitting leaning against the seat back 216 produces a measurable change in the self-capacitance of the capacitive occupant presence sensor 526 when at least a portion of the passenger comes within about 4 mm of the inner conductive metal trace 540, and such presence detection proximity threshold may be increased or decreased (e.g., by 2-8 mm or more), for example, by adjusting the structural characteristics of the inner conductive metal trace 540 and / or the seat back 216 and / or by adjusting the characteristics of the capacitance probe signal used to generate the self-capacitance sensor signal from the occupant presence sensor 526. Additionally, the self-capacitance of the capacitive occupant presence sensor 526 is approximately proportional to the passenger's coverage area on the inner conductive metal trace 540 when the passenger is seated in the seat back 216. Thus, the occupant presence sensor signal provided by the occupant presence sensor 526 is indicative of both the presence of an occupant leaning against the seat back 216 and / or within the passenger seat 210 and a measure of the occupant's coverage area across the surface area of ​​the top / cover of the seat back 216, and these signals can be used to detect occupants and distinguish between different classes of occupants as described herein.

[0062] FIG. 6 illustrates a flow diagram of a process 600 for detecting and / or classifying a vehicle occupant using various elements of OCS 200, according to one embodiment of the present disclosure. In some embodiments, the operations of FIG. 6 may be implemented as software instructions executed by one or more logic devices associated with the corresponding electronic devices, sensors, and / or structures shown in FIGS. 1A through 5 . More generally, the operations of FIG. 6 may be implemented with any combination of software instructions and / or electronic hardware (e.g., inductors, capacitors, amplifiers, actuators, or other analog and / or digital components). It should be understood that any step, sub-step, sub-process, or block of process 600 may be performed in a different order or arrangement than the embodiment shown in FIG. 6 . For example, in other embodiments, one or more blocks may be omitted from or added to the process. Additionally, block inputs, block outputs, various sensor signals, sensor information, calibration parameters, and / or other operating parameters may be stored in one or more memories before moving to the next portion of the corresponding process. 1A-5, process 600 may be performed by other systems that differ from those systems and that include a different selection of electronic devices, sensors, assemblies, actuators, vehicle accessories, vehicles, and / or vehicle attributes. At the start of process 600, various system parameters may be loaded, for example, by a prior execution of a process similar to process 600, or may be initialized to zero and / or to one or more values ​​corresponding to typical, stored, and / or learned values ​​derived from past operation of process 600, as described herein.

[0063] In block 602, the logic device receives an occupant weight sensor signal and / or an occupant presence sensor signal. For example, the controller 130 of the system 100 and / or the OCS controller 230 of the OCS 200 may receive an occupant weight sensor signal from the occupant weight sensor 222 to the passenger seat 210. The controller 130 and / or OCS controller 230 may be configured to receive an associated occupant weight sensor signal and to receive an occupant presence sensor signal associated with the passenger seat 210 from the occupant presence sensors 224 and / or 226. In some embodiments, the received occupant weight sensor signal and occupant presence sensor signal may be uncorrected sensor signals as described herein. The controller 130 and / or OCS controller 230 may receive a temperature and / or relative humidity associated with the passenger seat 210 (e.g., from the temperature sensor 148 and / or the humidity sensor 149) and use the temperature and / or relative humidity to convert the uncorrected sensor signal into corrected sensor data (e.g., typically a digitized sensor signal, but optionally a corrected analog sensor signal).

[0064] In various embodiments, occupant weight sensor 222 may be implemented by capacitive weight sensor 322, and the occupant weight sensor signal may include a mutual capacitance sensor signal as described herein. For example, controller 130 and / or OCS controller 230 may be configured to provide a capacitance probe signal (e.g., a signal having a frequency and / or bandwidth) to capacitive weight sensor 322 and in return receive a corresponding mutual capacitance sensor signal indicative of a strain and / or compressive pressure experienced by capacitive weight sensor 322, which may be related to the weight of a passenger seated in passenger seat 210. Similarly, occupant presence sensor 224 and / or 226 may be implemented by capacitive presence sensor 424 and / or 526, and the occupant presence sensor signal may include a self-capacitance sensor signal as described herein. Controller 130 and / or OCS controller 230 may be configured to provide capacitance probe signals to capacitive presence sensors 424 and / or 526 and in return receive corresponding self-capacitance sensor signals indicative of changes in the dielectric environment experienced by capacitive presence sensor 424 or 526 (e.g., changes in the electrical susceptibility or permittivity of the environment around occupant presence sensor 424 and / or 526), ​​which may be related to the presence and / or size / reach area of ​​a passenger seated in passenger seat 210. In alternative embodiments, occupant weight sensor 222 of OCS 200 may be implemented by an air bladder weight sensor and / or other conventional vehicle occupant weight sensor, and occupant presence sensor 224 and / or 226 may be implemented by capacitive presence sensor 424 and / or 526.

[0065] In block 604, the logic device determines an estimated occupant weight based on the received occupant weight sensor signal. For example, controller 130 and / or OCS controller 230 may be configured to determine the estimated occupant weight based at least in part on the occupant weight sensor signal received in block 602. In embodiments in which the received occupant weight sensor signal is an uncorrected occupant weight sensor signal, controller 130 and / or OCS controller 230 may be configured to determine corrected occupant weight sensor data based at least in part on the temperature and / or relative humidity associated with passenger seat 210 (e.g., received from temperature sensor 148 and / or humidity sensor 149 in block 602). For example, controller 130 and / or OCS controller 230 may use a temperature and / or humidity calibration table (e.g., generated from calibrations for known weights, temperatures, and humidity, stored in memory of controller 130 and / or OCS controller 230, etc.) to convert the uncorrected occupant weight sensor signal (e.g., which may first be digitized to extract characteristics of the sensor signal that are approximately proportional to the current mutual capacitance of capacitive weight sensor 322) into corrected occupant weight sensor data. Controller 130 and / or OCS controller 230 may be configured to determine an estimated occupant weight based at least in part on the corrected occupant weight sensor data.

[0066] In block 606, the logic device determines an occupant presence response based on the received occupant presence sensor signal. For example, the controller 130 and / or the OCS controller The radar 230 may be configured to determine an occupant presence response based at least in part on the occupant presence sensor signal received in block 602. Such an occupant presence response may correspond, for example, to the presence and / or coverage area of ​​an occupant in the passenger seat 210 (e.g., a self-capacitance value that may be normalized by or combined with a calibration value or a range known to indicate presence and / or a particular coverage area of ​​an occupant relative to an empty passenger seat), or may simply be a Boolean value indicative of the presence or absence of an occupant (e.g., after comparison to a calibration value or range corresponding to a known presence or absence condition). In one particular embodiment in which the occupant presence sensor is implemented by a capacitive presence sensor (e.g., capacitive presence sensor 424 and / or 526), ​​the occupant presence response may be determined as the difference between the currently measured self-capacitance of the capacitive presence sensor and a known self-capacitance calibration or threshold value corresponding to an empty passenger seat (e.g., that may be adjusted / corrected for the particular temperature or humidity of the passenger seat).

[0067] In embodiments where the received occupant presence sensor signal is an uncorrected occupant presence sensor signal, controller 130 and / or OCS controller 230 may be configured to determine corrected occupant presence sensor data based at least in part on the temperature and / or relative humidity associated with passenger seat 210 (e.g., received from temperature sensor 148 and / or humidity sensor 149 in block 602). For example, controller 130 and / or OCS controller 230 may be configured to convert the uncorrected occupant presence sensor signal (e.g., which may first be digitized to extract characteristics of the sensor signal that are approximately proportional to the current self-capacitance of capacitive presence sensor 424 and / or 526) into corrected occupant presence sensor data using a temperature and / or humidity calibration table (e.g., generated from calibrations for known occupant presence, temperature, and humidity, and stored, for example, in memory of controller 130 and / or OCS controller 230). Controller 130 and / or OCS controller 230 may then be configured to determine an occupant presence response based at least in part on the corrected occupant presence sensor data, as described herein.

[0068] In block 608, the logic device determines an occupant classification status based on the estimated occupant weight and / or occupant presence response. For example, controller 130 and / or OCS controller 230 may be configured to determine an occupant classification status corresponding to passenger seat 210 based at least in part on the estimated occupant weight and / or occupant presence response determined in blocks 604 and / or 606. In some embodiments, the occupant classification status may be determined based on a relatively simple logic table, such as logic table 700 depicted in FIG. 7. As shown in FIG. 7, two rows corresponding to two presence classifications (e.g., absent and present, a Boolean simplification of the occupant presence response) may be distinguished from each other by a threshold presence value (e.g., or two threshold presence ranges) and used in table 700 to select one of two statuses for each range of estimated occupant weight (e.g., from capacitive weight sensor 322). Three columns corresponding to three weight classifications (e.g., restrained, small, and large) may be distinguished from one another by two threshold weight values ​​(e.g., or three threshold weight ranges) and are used in table 700 to select one of three possible situations based on the occupant presence response.

[0069] 8A and 8B illustrate other similar methods for determining occupant classification status. Figure 8A illustrates a two-dimensional graph 800 of detected occupant presence response (e.g., provided by capacitive presence sensor 424 in cushion 212) versus occupant weight (e.g., provided by capacitive weight sensor 322 in cushion 212) for various detected occupants in different occupant classification statuses in accordance with one embodiment of the present disclosure. In some embodiments, graph 800 determines occupant classification status by plotting measured occupancy (e.g., estimated occupant weight and / or presence response) against known occupancy, and classifying similar occupancies according to common classification status, as shown. 8A , graph 800 illustrates four classification situations: an empty situation 810 (e.g., corresponding to calibration data 820 and thresholds 830 and 840); a forbidden situation 812 (e.g., corresponding to calibration data 822 and thresholds 830, 832, 840, and 842); a small permit situation 814 (e.g., corresponding to calibration data 824 and thresholds 832, 834, 842, and 844, as shown); and a large permit situation 8146 (e.g., corresponding to calibration data 826 and thresholds 834 and 844, as shown).

[0070] FIG. 8B illustrates a three-dimensional graph 801 of first and second detected occupant presence responses (e.g., provided by capacitive presence sensor 424 in cushion 212 and capacitive presence sensor 524 in seat back 216) against occupant weight (e.g., provided by capacitive weight sensor 322 in cushion 212) for various detected occupants in different occupant classification situations according to one embodiment of the present disclosure. In some embodiments, graph 801 may be used as a calibration table to determine occupant classification situations by plotting measured occupancy against known occupancies and classifying similar occupancies according to common classification situations, as shown. In such embodiments, graph 801, when used with a feedback system, may improve its classification situation over time. In FIG. 8B, graph 801 illustrates three classification situations distinguished by threshold surfaces 870 and 872, as shown, and eight subclassified calibration data sets 850-864. Generally, as shown, the magnitude of the occupant presence response associated with each calibration data set increases from data set 850 to data set 864 .

[0071] In block 610, the logic device reports the occupant classification status. For example, controller 130 and / or OCS controller 230 may be configured to report the occupant classification status to airbag controller 172 and / or user interface 110 of vehicle 110. In some embodiments, controller 130 and / or OCS controller 230 may be configured to establish communication links 111 and / or 117 with user device 112 and / or remote server 116 via a local area network (e.g., communication link 111) and / or a wide area network (e.g., network 114) using communication module 132. Controller 130 and / or OCS controller 230 may additionally report various types of environmental data, vehicle conditions and / or vehicle characteristics, and / or other information associated with the operation of system 100 along with the occupant classification status. Controller 130 and / or OCS controller 230 may additionally be configured to sound an alarm (e.g., sound a horn or otherwise activate sound transducers and / or lights, i.e., elements of other module 180, to indicate a potential safety issue to the user or passersby). In various embodiments, occupant classification conditions may include at least an empty condition, a prohibited condition, a small permit condition, and a large permit condition, or other conditions, as described herein. Such occupant classification conditions may also include additional classification conditions that provide more detailed identification to further distinguish between classes of occupants, such as for reporting purposes and / or for deployment procedures of different types of airbag controllers and / or airbag assemblies.

[0072] In some embodiments, controller 130 and / or OCS controller 230 may be configured to implement a feedback system, e.g., to improve the accuracy of OCS 200. For example, controller 130 and / or OCS controller 230 may report, e.g., occupant classification status to a user or manufacturer (e.g., via user interface 110 of vehicle 110, user device 112, and / or a remote server). 116), and may be configured to receive user feedback indicating an accurate or inaccurate occupant classification status. Controller 130 and / or OCS controller 230 may, for example, cause user interface 110 and / or user device 112 to render a user selector on a touchscreen display of either device and receive user input as a selection of the rendered user selector indicating an accurate or inaccurate occupant classification status. Controller 130 and / or OCS controller 230 may also, for example, render a request for an accurate occupant weight and / or presence and receive user feedback indicating the accurate weight and / or presence. Upon receiving such feedback, controller 130 and / or OCS controller 230 may adjust one or more calibration tables and / or thresholds to improve the operation of one or more elements of OCS 200 and produce more accurate results over time.

[0073] It is contemplated that any one or combination of the methods for controlling vehicle accessory actuators may be performed according to one or more operational contexts of a control loop, such as, for example, startup, learning, execution, and / or other types of operational contexts. For example, process 600 may return to block 602 and, as within a control loop, go through process 600 again to redetect and / or reclassify a vehicle occupant, or to detect and / or classify a different vehicle occupant.

[0074] Accordingly, embodiments of the present disclosure may provide reliable and granular occupant classification. In particular, OCS 200 may be configured to provide reliable occupant classification even when affected by a variety of different postures, vehicle seats, seating positions, clothing, and / or other occupant characteristics. Furthermore, OCS 200 may be configured to provide additional granularity not provided by conventional systems, at least in part due to a highly sensitive and reliable multi-element array of occupant sensors. When coupled with a corresponding airbag controller and / or another element of an airbag assembly or occupant restraint system, embodiments may provide improved safety and / or additional safety features compared to conventional systems.

[0075] FIG. 9 illustrates a flow diagram of a process 900 for calibrating OCS 200 according to one embodiment of the present disclosure. In some embodiments, the operations of FIG. 9 may be implemented as software instructions executed by one or more logic devices associated with the corresponding electronic devices, sensors, and / or structures shown in FIGS. 1A-5. More generally, the operations of FIG. 9 may be implemented with any combination of software instructions and / or electronic hardware (e.g., inductors, capacitors, amplifiers, actuators, or other analog and / or digital components). It should be understood that any step, sub-step, sub-process, or block of process 900 may be performed in a different order or arrangement than in the embodiment shown in FIG. 9. For example, in other embodiments, one or more blocks may be omitted from or added to the process. Additionally, block inputs, block outputs, various sensor signals, sensor information, calibration parameters, and / or other operating parameters may be stored in one or more memories before moving to the next portion of the corresponding process. 1A-5, process 900 may be performed by other systems that differ from those systems and that include a different selection of electronic devices, sensors, assemblies, actuators, vehicle accessories, vehicles, and / or vehicle attributes. At the start of process 900, various system parameters may be loaded, for example, by a prior execution of a process similar to process 900, or may be initialized to zero and / or to one or more values ​​corresponding to typical, stored, and / or learned values ​​derived from past operation of process 900, as described herein.

[0076] At block 902, the OCS is initialized. For example, the manufacturer, controller 130, and / or OCS controller 230 may be configured to energize and / or otherwise power elements of OCS 200 in preparation for operation. At block 904, the OCS is “tuned” or otherwise calibrated for use. For example, the manufacturer, controller 130, and / or OCS controller 230 may be configured to energize and de-energize elements of OCS 200, for example, to physically enable occupant weight sensor 222 and / or occupant presence sensors 224 and 226, and / or to operate OCS 200 while an interrupt weight or simulated occupant is placed in passenger seat 210.

[0077] At block 906, a known occupant is loaded into the OCS. For example, a manufacturer, controller 130, and / or OCS controller 230 may be configured to load a known actual or simulated occupant into OCS 200 by placing the known occupant in passenger seat 210. In some embodiments, the known occupant may be a known weight placed on upper surface 378 of cushion 212. At block 908, an estimated occupant weight and / or occupant presence response corresponding to the known occupant is determined. For example, controller 130 and / or OCS controller 230 may be configured to determine an estimated occupant weight and / or occupant presence response corresponding to the known occupant loaded into OCS 200 at block 906. In embodiments where the known occupant is simply a known weight, the corresponding change in occupant presence response may be omitted from further processing. At block 910, the known occupant is unloaded from the OCS. For example, the manufacturer, controller 130 and / or OCS controller 230 may be configured to unload a known occupant that was loaded into OCS 200 in block 906 .

[0078] Upon such unloading, process 900 may optionally return to block 906 to repeat blocks 906-910, such as for various different known occupants, or to make repeated determinations of estimated occupant weight and / or occupant presence response over time and / or according to various different temperatures and / or relative humidities, as described herein. In some embodiments, block 906 may optionally include receiving such measured temperature and / or relative humidity for each loop of blocks 906, 908, and 910. Optionally, process 900 may instead proceed to block 912 and loop through blocks 906-912 as shown.

[0079] At block 912, an estimated occupant weight and / or occupant presence response corresponding to the OCS after unloading is determined. For example, controller 130 and / or OCS controller 230 may be configured to determine an estimated occupant weight and / or occupant presence response corresponding to a known empty passenger seat 210 of OCS 200 (e.g., to determine a tare weight and / or a tare presence response). Upon completing sufficient loops of blocks 906, 908, 910, and optionally 912, process 900 may proceed to block 914. The sufficiency of such loops may be determined based on a desired number of iterations, such as the number of different known occupants available for testing and / or the temperature and / or relative humidity ranges and analyses for which OCS 200 is calibrated. At block 914, the OCS calibration is determined. For example, controller 130 and / or OCS controller 230 may be configured to determine one or more thresholds based on known occupant weight and / or presence response, as well as corresponding temperature, relative humidity, and estimated occupant weight and / or occupant presence response determined and / or measured in blocks 906-910 and optionally block 912. Such thresholds and data may be used, for example, to generate graphs similar to graphs 800 and 801 of FIGS. 8A-8B and / or the logic of FIG. A logical table similar to table 700 may be provided.

[0080] It is contemplated that any one or combination of methods for calibrating the OCS may be performed according to one or more operational contexts of the control loop, such as, for example, startup, learning, execution, and / or other types of operational contexts. For example, process 900 may return to block 902 and proceed again, as within a control loop, to calibrate OCS 200 with additional known occupants and / or according to different environmental conditions.

[0081] FIG. 10 illustrates a flow diagram of a process 1000 for forming a capacitive weight sensor 322 according to one embodiment of the present disclosure. In some embodiments, the operations of FIG. 10 may be implemented as software instructions executed by one or more logic devices associated with the corresponding electronic devices, sensors, and / or structures illustrated in FIGS. 1A-5. More generally, the operations of FIG. 10 may be implemented with any combination of software instructions and / or electronic hardware (e.g., inductors, capacitors, amplifiers, actuators, robotic machinery, or other analog and / or digital components). It should be understood that any step, sub-step, sub-process, or block of process 1000 may be performed in a different order or arrangement than the embodiment illustrated in FIG. 10. For example, in other embodiments, one or more blocks may be omitted from or added to the process. Additionally, block inputs, block outputs, various sensor signals, sensor information, calibration parameters, and / or other operating parameters may be stored in one or more memories before moving to the next portion of the corresponding process. 1A-5, process 1000 may be performed by other systems that differ from those systems and that include a different selection of electronic devices, sensors, assemblies, actuators, vehicle accessories, vehicles, and / or vehicle attributes. At the start of process 1000, various system parameters may be loaded, for example, by a prior execution of a process similar to process 1000, or may be initialized to zero and / or to one or more values ​​corresponding to typical, stored, and / or learned values ​​derived from past operation of process 1000, as described herein.

[0082] In block 1002, a dielectric is formed. For example, the manufacturer, controller 130, and / or OCS controller 230 may be configured to form a layer of dielectric foam on a large, flat surface to form a sheet of dielectric that can later be patterned to suit a particular application. In some embodiments, the layer of dielectric foam may be pre-conditioned and baked to achieve a relatively stable physical resilience and optimal performance as the dielectric of the capacitive weight sensor. In other embodiments, the dielectric may take the form of a metal sheet used to form flat compression springs for compression spring assembly 340B, as shown in FIGS. 3E-3F. In such embodiments, the metal sheet may be flattened and / or cleaned to prepare for subsequent steps in process 1000. In further embodiments, the dielectric may take the form of a plurality of wave springs 354C or other types of springs to form an array of springs for compression spring assembly 340B of FIGS. 3H-3J. In such embodiments, the springs may be selected and / or cleaned in preparation for subsequent steps in process 1000.

[0083] In block 1004, the dielectric and conductive electrodes are patterned. For example, the manufacturer, controller 130, and / or OCS controller 230 may direct the manufacturer to, for example, stamp or otherwise pattern the layers of dielectric foam or metal sheet formed in block 1002, as well as conductive electrodes 334 and 336, plastic layers 330 and 332, adhesive layers 338 and 339, and / or plastic layers 342 and 344. In embodiments in which the dielectric takes the form of a flat compression spring (e.g., to form an air gap dielectric), individual spring leaves 354 and / or notches 360 may be formed in the metal sheet and bent away from the plates / ridges 352 to form the flat compression spring 350 of FIG. 3E. In embodiments in which the dielectric takes the form of an array of wave springs 354C (e.g., to form an air gap dielectric), individual patterned recesses / grooves 345 and / or mesas 347 may be formed in the inner surface 343 of the plastic layers 342C / 344C in anticipation of assembly of the wave springs 354C and plastic layers 342C and 344C into the compression spring assembly 340B of FIG. 3H. The perimeter of the foamed dielectric 340, compression springs 350 and / or plastic layers 342C / 344C may be sized to fit the desired shape and / or size of the capacitive weight sensor 322.

[0084] In block 1006, the occupant weight sensor is assembled from the patterned dielectric and conductive electrodes. For example, the manufacturer, controller 130, and / or OCS controller 230 may be configured to assemble capacitive weight sensor 322 by first adhering conductive electrodes 334 and 336 to respective plastic layers 330 and 332 via adhesive layer 339, and then adhering / sandwiching the two subassemblies around patterned dielectric layer 340 via adhesive layer 338. Alternatively, the two subassemblies may be adhered to respective plastic layers 342 and 344, which may then be clipped, slotted, and / or otherwise adhered to flat compression spring 350 to form the air gap dielectric of capacitive weight sensor 322. In a further alternative embodiment, the two subassemblies may be adhered to respective plastic layers 342C and 344C, which may be secured together around wave spring 354C (e.g., using alignment assembly 362) to form the air gap dielectric of capacitive weight sensor 322. In block 1006, the leads are coupled to the occupant weight sensor. For example, the manufacturer, controller 130, and / or OCS controller 230 may be configured to crimp a ring terminal to the electrode area of ​​the capacitive weight sensor 322, which may optionally include a thermistor mounted adjacent to the crimped ring terminal to measure the interface temperature of the capacitive weight sensor 322.

[0085] It is contemplated that any one or combination of methods for forming an occupant weight sensor may be performed according to one or more operational contexts of a control loop, such as, for example, startup, learning, execution, and / or other types of operational contexts. For example, process 1000 may return to block 1002 and proceed again through process 1000, such as within a control loop, to form additional occupant weight sensors.

[0086] Where applicable, the various embodiments provided by the present disclosure may be implemented using hardware, software, or a combination of hardware and software. Also, where applicable, the various hardware and / or software components described herein may be combined into composite components comprising software, hardware, and / or both, without departing from the spirit of the present disclosure. Where applicable, the various hardware and / or software components described herein may be separated into subcomponents comprising software, hardware, or both, without departing from the spirit of the present disclosure. Furthermore, where applicable, it is contemplated that software components may be implemented as hardware components, and vice versa.

[0087] Software according to the present disclosure, such as non-transitory instructions, program code, and / or data, can be stored on one or more non-transitory machine-readable media. The software identified herein can be implemented using one or more general-purpose or special-purpose computers and / or networks and / or other computer systems. Where applicable, the various steps described herein can be reordered, combined into composite steps, and / or separated into sub-steps to provide the functionality described herein.

[0088] The above-described embodiments are illustrative of the present invention, but are not intended to be limiting. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the present invention. Accordingly, the scope of the present invention is defined solely by the appended claims.

Claims

1. An occupant weight sensor configured to provide an occupant weight sensor signal associated with a passenger seat of a vehicle, comprising: A plurality of capacitance sensors are provided, Each individual capacitance sensor among the plurality of capacitance sensors a first conductive electrode; a second conductive electrode; and a dielectric layer disposed between the first conductive electrode and the second conductive electrode, the dielectric layer comprising a dielectric foam; and a first protective plastic layer that is longer and / or wider than the first conductive electrode, the first conductive electrode being disposed between the first protective plastic layer and the dielectric layer; and a second protective plastic layer that is longer and / or wider than the second conductive electrode, the second conductive electrode being disposed between the second protective plastic layer and the dielectric layer; and a first adhesive layer disposed between the first protective plastic layer and the first conductive electrode, the first adhesive layer, the first protective plastic layer, and the first conductive electrode forming a first subassembly of the occupant weight sensor; and a second adhesive layer disposed between the second protective plastic layer and the second conductive electrode, the second adhesive layer, the second protective plastic layer, and the second conductive electrode forming a second subassembly of the occupant weight sensor; the first conductive electrode and the second conductive electrode each comprise a substantially planar conductive electrode; a first discrete capacitance sensor disposed adjacent a leading edge of the passenger seat, and a second discrete capacitance sensor disposed spaced apart from the first discrete capacitance sensor and between the first discrete capacitance sensor and a seat back; The occupant weight sensor a first ring terminal crimped to the first conductive electrode; a second ring terminal crimped to the second conductive electrode, the first and second ring terminals configured to provide a capacitance probe signal to the first and / or second conductive electrodes and to receive a corresponding mutual capacitance sensor signal indicative of strain and / or compression pressure experienced by the occupant weight sensor; a thermistor mounted adjacent the first or second ring terminal and configured to measure a temperature of the occupant weight sensor.

2. 10. The occupant weight sensor of claim 1, wherein the first and / or second conductive electrodes comprise a conductive fabric, a conductive mesh, or a conductive grid of individual conductive wires, strips, tabs, and / or other conductive structures woven, potted, sintered, and / or formed together to become the first and / or second conductive electrodes.

3. The second individual capacitance sensor has a different shape and / or size than the first individual capacitance sensor; The occupant weight sensor of claim 1 , wherein the first and second individual capacitance sensors are disposed within a cushion of the passenger seat.

4. 1. A system comprising an occupant weight sensor configured to provide an occupant weight sensor signal associated with a passenger seat of a vehicle, the system comprising: The occupant weight sensor A plurality of capacitance sensors are provided, Each individual capacitance sensor among the plurality of capacitance sensors a first conductive electrode; a second conductive electrode; and a dielectric layer disposed between the first conductive electrode and the second conductive electrode, the dielectric layer comprising a dielectric foam; and a first protective plastic layer that is longer and / or wider than the first conductive electrode, the first conductive electrode being disposed between the first protective plastic layer and the dielectric layer; and a second protective plastic layer that is longer and / or wider than the second conductive electrode, the second conductive electrode being disposed between the second protective plastic layer and the dielectric layer; and a first adhesive layer disposed between the first protective plastic layer and the first conductive electrode, the first adhesive layer, the first protective plastic layer, and the first conductive electrode forming a first subassembly of the occupant weight sensor; and a second adhesive layer disposed between the second protective plastic layer and the second conductive electrode, the second adhesive layer, the second protective plastic layer, and the second conductive electrode forming a second subassembly of the occupant weight sensor; the first conductive electrode and the second conductive electrode each comprise a substantially planar conductive electrode; a first discrete capacitance sensor disposed adjacent a leading edge of the passenger seat, and a second discrete capacitance sensor disposed spaced apart from the first discrete capacitance sensor and between the first discrete capacitance sensor and a seat back; The system comprises: an occupant presence sensor configured to provide an occupant presence sensor signal associated with the passenger seat; a logic device coupled within the vehicle and configured to communicate with the occupant weight sensor and the occupant presence sensor, the logic device comprising: receiving the occupant weight sensor signal from the occupant weight sensor and the occupant presence sensor signal from the occupant presence sensor; determining an estimated occupant weight and an occupant presence response based at least in part on the occupant weight sensor signal and the occupant presence sensor signal; and a logic device configured to determine an occupant classification status corresponding to the passenger seat based at least in part on the estimated occupant weight alone or on the estimated occupant weight and the occupant presence response.

5. and a communication module configured to establish a communication link with a user device and / or a remote server over a local area network and / or a wide area network. the vehicle comprises a ground vehicle; the occupant classification situation includes at least one of an empty situation, a prohibited situation, a small permit situation, or a large permit situation; The logical device is communicating the occupant classification status to an airbag controller of the vehicle and / or a user interface of the vehicle; or The system of claim 4 , configured to communicate the occupant classification status to the user device and / or the remote server.

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