Systems and methods for a vehicle safety system

Abstract

A vehicle safety system is disclosed including a deployable safety-skirt assembly that enhances passenger protection during ingress and egress operations. The system includes a skirt assembly configured to extend and retract underneath a vehicle, and an actuator mechanically coupled to the skirt assembly. The skirt assembly creates a protective barrier between the underside of the vehicle and the ground surface when deployed, preventing individuals, particularly children, from accessing the hazardous undercarriage zone during boarding and alighting procedures. The system can be triggered by door operations, sensor detection of nearby objects or individuals, vehicle deceleration, or geographic location.

Description

SYSTEMS AND METHODS FOR A VEHICLE SAFETY SYSTEMCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This Application claims the benefit of and priority to U.S. Provisional Patent Application No. 63 / 641,292, filed on May 1, 2024, the entire contents of which are hereby incorporated by reference.BACKGROUNDField

[0002] Aspects of the present disclosure relate to safety system for vehicles, particularly addressing concerns regarding the safety of passengers and pedestrians during ingress and egress procedures.Description of Related Art

[0003] In conventional vehicle safety systems, vehicles are equipped with a variety of light and signage systems. These systems are designed to enhance the visibility of the bus to other road users and pedestrians, particularly during critical times such as when the bus stops to pick up or drop off passengers. For example, vehicles can be equipped with exterior lights positioned at strategic locations around the perimeter of the vehicle. These lights are typically bright and easily noticeable, even in adverse weather conditions or low-light situations. Additionally, warning light systems often include amber-colored lights that are activated to indicate to surrounding motorists that the vehicle is preparing to stop. These lights may flash or remain steady, depending on local regulations and the specific design of the system. Vehicles can also utilize red-colored lights that are activated when the vehicle comes to a complete stop to pick up or drop off passengers. These red lights serve as a clear signal to other drivers that they must stop and wait until the bus resumes motion.

[0004] Additionally, vehicle warning systems may utilize specific flashing patterns or sequences to attract attention and convey information to other road users. For example, the lights may flash in a synchronized pattern or alternate between different colors to indicate different states of operation. In many jurisdictions, the warning light system is integrated with a stop arm that extends from the side of the vehicle when it comes to a stop. The activation of the stop arm triggersthe simultaneous activation of the red lights, further enhancing the visibility of the bus to other road users.

[0005] Even in situations where vehicles, e.g., school buses, are equipped with these types of warning systems, numerous individuals are injured or killed every year by coming into contact with the underside of the vehicle during drop-offs and pickups of passengers. This occurs because the space underneath the vehicle remains open and exposed during door operation, thus risking the safety of individuals, particularly children, in close proximity to the vehicle. To mitigate this risk, the disclosed vehicle safety system integrates an automatic safety skirt assembly with the door control mechanism. In another preferred embodiment, the disclosed vehicle safety system integrates an automatic safety skirt assembly with one or more sensors that activate the safety skirt when one or more sensors sense a moving object or individual.SUMMARY

[0006] Certain aspects provide a vehicle safety system comprising a skirt assembly configured to extend and retract underneath the vehicle, and an actuator mechanically coupled to the skirt assembly, wherein the actuator is operable to extend and retract the skirt assembly.

[0007] In some aspects, the vehicle safety system further comprises a door control mechanism for opening and closing one or more doors of the vehicle, wherein the door control mechanism is coupled to the skirt assembly; wherein, in response to the activation of the door control mechanism to open one or more doors of the vehicle, the skirt assembly extends underneath the vehicle; and wherein, in response to the activation of the door control mechanism to close one or more doors of the vehicle, the skirt assembly retracts underneath the vehicle.

[0008] In some aspects, the vehicle safety system further comprises a mechanical interface establishing a direct mechanical coupling between the door control mechanism and the skirt assembly, wherein the mechanical interface comprises a gearbox assembly configured to convert rotational motion from a door actuator to actuate the skirt assembly independent of electronic control signals.

[0009] In some aspects, the vehicle safety system further comprises a sensor system configured to detect the presence of at least one of an object, animal, or individual in close proximity to the underside of the vehicle.

[0010] In some aspects, the vehicle safety system further comprises a processor in communication with the sensor system, wherein the processor is programmed to receive input from the sensor system and control the operation of the actuator based on the detected presence of objects or individuals.

[0011] In some aspects, the processor is further programmed to execute a multi-stage deployment sequence comprising: a first stage, wherein the skirt assembly is partially deployed below a predetermined speed threshold prior to the vehicle coming to a complete stop; and a second stage, wherein the skirt assembly is fully deployed when the vehicle reaches a complete stop.

[0012] In some aspects, the skirt assembly comprises a rigid panel hingedly mounted to a frame of the vehicle, the rigid panel configured to rotate between a retracted position substantially parallel to a body of the vehicle and a deployed position extending outwardly and downwardly from the vehicle body.

[0013] In some aspects, the skirt assembly further comprises a plurality of hinge assemblies coupling the rigid panel to the vehicle frame, each hinge assembly comprising a greaseable hinge having at least one lubrication point for injecting grease into the hinge mechanism.

[0014] In some aspects, the actuator comprises at least one of a hydraulic actuator, a pneumatic actuator, or an electromechanical actuator.

[0015] In some aspects, the actuator comprises an upper mount attached to the vehicle via an adjustable mounting bracket having a plurality of mounting positions, wherein the adjustable mounting bracket having the plurality of mounting positions configures at least one of deployment torque, angular stroke, or deployment speed of the skirt assembly.

[0016] In some aspects, the vehicle safety system further comprises a plurality of indicator lamps positioned on an operator-accessible panel, the plurality of indicator lamps configured to provide visual confirmation of at least one of: system arming status, automatic trigger readiness, skirt assembly deployed position, or skirt assembly retracted position.

[0017] Certain aspects provide a method of operating a vehicle safety system. The method may comprise: detecting a triggering event associated with passenger ingress or egress from a vehicle; activating an actuator in response to the triggering event, wherein the actuator is mechanically coupled to a skirt assembly positioned underneath the vehicle; and extending theskirt assembly from a retracted position to a deployed position via the actuator, wherein the deployed position creates a protective barrier between an underside of the vehicle and a ground surface.

[0018] In some aspects, the method further comprises detecting completion of the passenger ingress or egress; deactivating the actuator; and retracting the skirt assembly from the deployed position to the retracted position via the actuator, wherein the retraction occurs according to a variable-speed profile that differs from an extension speed profile.

[0019] In some aspects, detecting the triggering event comprises at least one of receiving a signal from a door control mechanism indicating initiation of a door opening sequence; detecting vehicle deceleration below a predetermined speed threshold while approaching a designated stop location; receiving a command from a driver-operated control switch; or detecting, via a sensor system, presence of an object within a predetermined proximity zone adjacent to the vehicle.

[0020] In some aspects, detecting the triggering event further comprises determining that a plurality of preconditions have been satisfied, the plurality of preconditions comprising: vehicle speed below a predetermined threshold; vehicle located within a geofenced area designated for passenger transfers; and absence of obstructions in a deployment path of the skirt assembly.

[0021] In some aspects, the method further comprises monitoring, during extension and retraction of the skirt assembly, for presence of an obstruction in a path of the skirt assembly; detecting an obstruction during movement of the skirt assembly; and executing an obstructionresponse protocol comprising at least one of: halting movement of the skirt assembly, reversing movement of the skirt assembly, or generating an alert signal.

[0022] In some aspects, the method further comprises executing a staged deployment sequence comprising: extending the skirt assembly to a first intermediate position in response to detection of vehicle deceleration below a first speed threshold; maintaining the skirt assembly at the first intermediate position until detection of vehicle deceleration below a second speed threshold; and extending the skirt assembly from the first intermediate position to the deployed position in response to detection of vehicle deceleration below the second speed threshold.

[0023] Certain aspects provide a vehicle safety system comprising a controller configured to detect a triggering event associated with passenger transfer operations of a vehicle; a deployablesafety barrier assembly positioned along an underside portion of the vehicle, the deployable safety barrier assembly comprising: at least one barrier panel configured to move between a retracted position and a deployed position; and at least one hinge assembly coupling the at least one barrier panel to the vehicle; and an actuation system in communication with the controller and mechanically coupled to the deployable safety barrier assembly, the actuation system configured to move the deployable safety barrier assembly from the retracted position to the deployed position in response to the triggering event, wherein the deployed position establishes a protective zone that prevents access to an undercarriage area of the vehicle during the passenger transfer operations.

[0024] In some aspects, the controller comprises: a sensor interface configured to receive signals from a plurality of vehicle sensors; a processor coupled to the sensor interface, wherein the processor is programmed to execute deployment logic that evaluates the signals from the plurality of vehicle sensors against predetermined deployment criteria; and a communication interface that transmits deployment commands to the actuation system based on output from the deployment logic, wherein the plurality of vehicle sensors simultaneously monitor multiple vehicle operational parameters comprising vehicle speed, door position, geographic location, and proximity of objects to the vehicle, and wherein the deployment logic evaluates combinations of the multiple vehicle operational parameters to deploy or retract the deployable safety barrier assembly.

[0025] Other aspects provide processing systems configured to perform the aforementioned methods as well as those described herein; non-transitory, computer-readable media comprising instructions that, when executed by a processors of a processing system, cause the processing system to perform the aforementioned methods as well as those described herein; a computer program product embodied on a computer readable storage medium comprising code for performing the aforementioned methods as well as those further described herein; and a processing system comprising means for performing the aforementioned methods as well as those further described herein.

[0026] The following description and the related drawings set forth in detail certain illustrative features of one or more aspects.DESCRIPTION OF THE DRAWINGS

[0027] The appended figures depict certain aspects and are therefore not to be considered limiting of the scope of this disclosure.

[0028] Fig. 1 A depicts a perspective view of a vehicle safety system in accordance with aspects of the present disclosure.

[0029] Fig. IB depicts an operational sequence of a deployable safety-skirt assembly in three states: retracted position for travel, partially deployed intermediate position, and fully deployed position for passenger protection in accordance with aspects of the present disclosure.

[0030] Fig. 2A depicts an interior perspective view of a deployable safety-skirt sub-assembly in accordance with aspects of the present disclosure.

[0031] Fig. 2B depicts an interior perspective view of a deployable safety-skirt sub-assembly in accordance with aspects of the present disclosure.

[0032] Fig. 3A depicts a side-elevation schematic of the deployable safety-skirt assembly in accordance with aspects of the present disclosure.

[0033] Fig. 3B depicts back, top, and side views of a deployable safety-skirt assembly in accordance with aspects of the present disclosure.

[0034] Fig. 4A depicts an indicator panel with control switches showing system status indicators in accordance with aspects of the present disclosure.

[0035] Fig. 4B depicts a limit switch assembly for confirming the fully retracted orientation of the safety skirt in accordance with aspects of the present disclosure.

[0036] Fig. 4C depicts a limit switch assembly for confirming the fully deployed orientation of the safety skirt in accordance with aspects of the present disclosure.

[0037] Fig. 5 depicts a mechanical interface establishing a direct mechanical coupling between a vehicle door actuation system and the deployable safety-skirt assembly in accordance with aspects of the present disclosure.

[0038] Fig. 6 depicts an electronic control and data management architecture for coordinating automatic deployment of the safety-skirt assembly and recording operational data in accordance with aspects of the present disclosure.

[0039] Fig. 7 depicts a flowchart illustrating a method for operating a vehicle safety system in accordance with aspects of the present disclosure.

[0040] Fig. 8 depicts an example processing system in accordance with aspects of the present disclosure.

[0041] To facilitate understanding, identical reference numerals have been used, where possible, to designate identical elements that are common to the drawings. It is contemplated that elements and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.DETAILED DESCRIPTION

[0042] Aspects of the present disclosure provide apparatuses, methods, processing systems, and computer-readable mediums for a deployable vehicle safety barrier system that enhances passenger protection during ingress and egress operations.

[0043] Aspects of the present disclosure relate to a safety system for passenger vehicles that address critical safety concerns during passenger loading and unloading. Specifically, aspects described herein provide a deployable safety-skirt assembly that creates a protective barrier between the undercarriage of a vehicle and the ground surface, effectively preventing access to this hazardous area during door operation or other operational contexts. In some aspects, the system may integrate with existing vehicle control systems to provide synchronized protection that activates automatically when needed and retracts when normal vehicle operation resumes.

[0044] Conventional vehicle safety systems fail to adequately address the serious risk posed by the open space beneath passenger vehicles during boarding and alighting procedures. Despite the presence of warning lights, stop arms, and other visual indicators, numerous individuals — particularly children — are injured or killed annually by coming into contact with the underside of vehicles during passenger transfers. This occurs because the space underneath the vehicle remains open and exposed during door operation, creating a hazardous zone where individuals may inadvertently enter and become trapped or injured by the vehicle’s undercarriage components or subsequent movement.

[0045] Aspects of the present disclosure solve this technical problem through an automated safety-skirt system that physically prevents access to the undercarriage zone. The systemcomprises a rigid or semi-rigid panel hingedly mounted along the lower flank of the vehicle between the wheel assemblies, one or more actuators that deploy and retract the panel in response to specific trigger events, and an integration mechanism that coordinates the skirt operation with existing vehicle safety systems. The safety-skirt deployment may be triggered by door-opening operations, driver-initiated commands, geolocation-based activation at designated stops, or sensor detection of potential obstacles or individuals in proximity to the vehicle.

[0046] This technical solution provides several distinct advantages over conventional vehicle safety systems. For example, the physical barrier created by the deployable safety skirt eliminates the possibility of individuals or objects entering the undercarriage zone during critical passenger transfer operations, substantially reducing the risk of serious injuries or fatalities. Tn another example, an automated deployment system may provide consistent protection without requiring additional driver actions, minimizing the potential for human error during safety procedures. In another example, the integration with existing vehicle control systems enables coordination with other safety features such as warning lights, stop arms, and door controls, enhancing the overall effectiveness of the vehicle’s safety profile. In another example, the system’s ability to automatically retract when not needed ensures that normal vehicle operation is not impeded during transit, maintaining ground clearance and maneuverability. In another example, the modular nature of the system allows for implementation on various vehicle platforms and configurations, providing a versatile solution adaptable to school buses, transit coaches, shuttle buses, and other passenger transport vehicles.

[0047] Referring to Fig. 1A, a perspective view of a vehicle safety system 100 is depicted in accordance with aspects of the present disclosure. The vehicle safety system 100 may include a passenger vehicle 102 equipped with a deployable safety-skirt assembly 104 positioned between a rear wheel assembly 106 and a front portion 108 of the vehicle. In some aspects, the vehicle 102 represents a passenger transport vehicle, which in the illustrated aspect is configured as a conventional single-deck, forward-engine school bus. The vehicle 102 may include an elongated passenger compartment supported by a chassis that comprises a longitudinal frame, front and rear axles, a propulsion system, and an exterior body shell. The chassis provides multiple mounting rails and cross members that accommodate auxiliary equipment without compromising ground clearance beneath the side sill. The body panels of vehicle 102 form a generally planar lower flankthat is bounded by wheel housings at either end and includes an interruption for a door aperture proximate to a forward stairwell.

[0048] The lower flank may incorporate reinforcing stringers, rub rails, or skirt-line brackets that provide structural attachment points for externally mounted devices. The vehicle’s frame includes routing provisions for wiring harnesses and pneumatic or hydraulic lines to enable electrical or fluidic coupling of add-on modules to onboard power and control systems. The chassis configuration accommodates both leaf-spring and air-suspension systems, allowing for variable vertical travel envelopes of chassis-mounted components depending on load conditions, rideheight adjustments, or terrain variations.

[0049] The ground engagement interface of vehicle 102 comprises a tire arrangement with dual rear wheels at the rear wheel assembly 106 and single front wheels. However, alternative wheel configurations, such as tandem rear axles or independent front suspension, may be utilized without departing from the scope of the present disclosure. The illustrated aspects adopt a righthand passenger-door layout, though the system may be adapted for left-hand markets or dual-door transit applications through mirror-image configurations. The overall dimensions of vehicle 102, including length, wheelbase, and ride height, may be selected to satisfy regulatory or operational requirements applicable to school transportation, public transit, or private charter service applications.

[0050] It should be understood that while a school bus configuration is shown, the vehicle safety system 100 may be implemented on various passenger transport platforms, including, but not limited to, transit coaches, shuttle buses, recreational vehicles, or specialty trucks that involve passenger ingress and egress operations.

[0051] The deployable safety-skirt assembly 104 may be disposed along a sidewall region of vehicle 102 in the space between rear wheel assembly 106 and front portion 108. The safety-skirt assembly 104 comprises a barrier panel that may be constructed of rigid or semi-rigid material, one or more hinge couplings, and at least one actuator mechanism configured to controllably rotate the panel between a stowed orientation and a deployed orientation. In a stowed orientation, the deployable safety-skirt assembly 104 is positioned substantially parallel to the body of vehicle 102, permitting normal operation of the vehicle during transit. In the deployed orientation, the deployable safety-skirt assembly 104 extends outward and downward from the vehicle bodytoward the ground surface, forming a protective barrier that prevents access to the undercarriage zone of the vehicle. The barrier panel may be fabricated from composite materials, metallic alloys, polymeric compounds, or combinations thereof and can be structured as a monolithic sheet, segmented sections, or an articulated linkage with overlapping slats to accommodate variations in ground clearance. For example, the barrier panel may be fabricated of aluminum.

[0052] The hinge couplings securing the barrier panel to the vehicle may be anchored to structural members of the vehicle, such as frame rails or body sill reinforcements. The hinge couplings may be engineered to accommodate sufficient angular displacement to clear roadway irregularities when the panel is in its deployed state while maintaining structural integrity during vehicle operation. In some aspects, an actuation force for deploying and retracting the safety-skirt assembly 104 may be provided through various means, including, but not limited to, hydraulic cylinders, pneumatic rams, or electromechanical linear drives. The actuation mechanisms may be responsive to control signals that may originate from a centralized control unit, a door-control circuit, a driver-operated switch, a geolocation trigger module, or a combination of these control sources.

[0053] In alternative implementations, the safety-skirt assembly 104 may be duplicated on the opposite side of vehicle 102, segmented to cover only specific wheel -well gaps, and / or integrated with supplemental under-ride guards or cross-view mirror systems to enhance the overall safety profile of the vehicle. The rear wheel assembly 106 supports the aft region of vehicle 102 and establishes a reference location for the aft boundary of safety-skirt assembly 104. The wheel assembly may incorporate single or dual tire configurations, hub-mounted disc brakes or drum brakes, and optional mud-flap or fender liner components. The clearance between the tread arc of rear wheel assembly 106 and the lower edge of safety skirt assembly 104 is engineered to prevent interference throughout the full range of suspension travel while maintaining the protective coverage provided by the safety skirt when extended. This clearance consideration ensures the operational reliability of the safety system without compromising the vehicle’s mobility or maneuverability.

[0054] The front portion 108 encompasses the passenger-door aperture, a stairwell, and an entry platform for passenger ingress and egress. The lower extremity of front portion 108 defines the forward terminus of safety-skirt assembly 104. Mechanical interfaces such as hinge pivots oractuator anchor brackets may be mounted to framing members adjacent to the stairwell to facilitate synchronized motion between door operation and deployment of the safety-skirt assembly. This integration enables the automatic extension of the safety barrier whenever the passenger door is opened and subsequent retraction when the door is closed, thereby providing protection during critical passenger transfer operations.

[0055] In variants of the vehicle configuration that may lack a traditional stairwell — such as low-floor transit vehicles — front portion 108 can correspond to a curb-side door frame or a structural post that provides comparable anchorage for the forward end of the safety-skirt assembly.

[0056] In the configuration illustrated in Fig. 1A, safety-skirt assembly 104 spans the region between rear wheel assembly 106 and front portion 108 (e.g., a stairwell assembly) on vehicle 102, thereby establishing a deployable barrier that reduces the likelihood of persons or objects accessing the under-carriage zone during passenger ingress or egress operations. This arrangement maximizes protection along the vehicle’s full passenger loading zone while accommodating the structural and operational requirements of the vehicle platform.

[0057] Referring now to Fig. IB, an operational sequence of a deployable safety-skirt assembly is illustrated in accordance with aspects of the present disclosure. Fig. IB depicts three operational states of an exemplary passenger vehicle 102 represented respectively as vehicle configurations 102A, 102B, and 102C. Each configuration illustrates a different deployment position of a corresponding safety-skirt assembly — 104A, 104B, and 104C — demonstrating the dynamic motion sequence executed during a typical loading-and-unloading cycle.

[0058] In the first vehicle configuration 102A, the vehicle is shown in a travel-ready condition with safety-skirt assembly 104A in a stowed or retracted orientation. Vehicle 102A corresponds structurally to the vehicle platform described previously in connection with Fig. 1A, including a chassis having longitudinal frame members, a forward stairwell region, and a rear wheel assembly. In this retracted position, safety-skirt assembly 104A is rotated upward such that its outer surface lies generally co-planar with, or slightly recessed from, the exterior sidewall of vehicle 102A. This positioning is advantageous as it preserves ground clearance during normal vehicle operation, including cruising, cornering, or traversing roadway irregularities.

[0059] The second vehicle configuration 102B illustrates an intermediate, partially deployed position of the safety-skirt assembly 104B. This state may occur when the vehicle decelerates below a predetermined speed threshold (for example, 5 miles per hour), when doors begin to unlatch, or when a driver-initiated switch is actuated in preparation for a passenger stop. In response to such triggering events, the actuator applies a controlled displacement force that rotates the panel away from the sidewall to a position between the retracted and fully deployed extremes.

[0060] During this partial deployment phase, the control logic may perform secondary condition checks to ensure safe deployment. The secondary condition checks may include but are not limited to verifying obstacle clearance proximate to the hinge path, confirming suspension ride height is within operational parameters, or assessing actuator hydraulic pressure or electrical current draw to ensure proper system function. A feedback element — such as a linear encoder, rotary potentiometer, limit switch, or Hall-effect sensor — provides position data that enables closed-loop regulation of actuator travel rate and applied torque during the deployment sequence.

[0061] The partially deployed configuration 102B serves multiple purposes within the operational cycle. For example, it can function as an interim warning state that visually cues nearby motorists or pedestrians of an impending stop, supplementing other vehicle warning systems such as amber lights or brake indicators. As another example, it represents a transitional phase where deployment can be paused or reversed if environmental conditions become unsuitable for full extension. As another example, it allows the system to adjust deployment speed based on operational context, potentially accelerating deployment when emergency conditions are detected or decelerating when obstacles are sensed in proximity to the deployment path.

[0062] The third configuration 102C illustrates safety-skirt assembly 104C in the fully deployed position. In this operational state, the skirt panel extends downward toward the ground surface to establish a continuous barrier between the stairwell region and the rear wheel assembly, thereby inhibiting the ingress of individuals or objects beneath the chassis during passenger transfer operations. The fully deployed panel may contact the roadway surface or maintain a predetermined clearance distance above it, with such distance selected to accommodate suspension travel and road crown variations while maximizing protective coverage.

[0063] In the fully deployed configuration 102C, the safety-skirt assembly 104C creates an effective barrier zone that prevents access to the undercarriage region of the vehicle. This barrierfunctionality is particularly beneficial during passenger boarding and alighting procedures, when individuals — especially children — may inadvertently move into the space beneath the vehicle. By physically occupying this space with the deployed safety-skirt assembly 104C, the system substantially reduces the risk of individuals becoming entrapped or injured by contact with undercarriage components or by subsequent vehicle movement.

[0064] Sensors positioned along the lower edge of the skirt panel or within the actuator housing can detect contact or excessive resistance during deployment, prompting the controller to halt motion or reverse travel if an obstruction is encountered. The sensors may incorporate pressure-sensitive strips, proximity detectors, or current monitoring circuits that recognize abnormal loading conditions. This sensory capability enables the system to react appropriately to unexpected environmental factors without requiring direct operator intervention.

[0065] When passenger loading or unloading operations are completed, and the triggering condition for deployment is cleared (e.g., doors closed, vehicle speed exceeds the threshold, geofence exited), the control system may execute a retraction sequence in reverse order — transitioning from configuration 102C to configuration 102B and finally returning to configuration 102A. During retraction, the system may apply different motion profiles or force parameters to ensure smooth operation under varying conditions, such as dirt accumulation, temperature variation, or panel deflection.

[0066] The sequential arrangement of vehicle configurations 102A —> 102B —> 102C and the reciprocal sequence 102C — » 102B 102A demonstrate one representative operational cycle of the safety-skirt system. Additional operational modes may be supported by the system architecture, including but not limited to rapid emergency deployment, manual override for maintenance access, diagnostic positioning for system verification, or partial deployment for specific operational contexts. These alternative modes can be implemented by adjusting actuator command profiles, hinge travel limits, or control-logic parameters without departing from the fundamental structural relationships depicted in Fig. IB.

[0067] In certain implementations, the deployment sequence may be coordinated with other vehicle safety systems, such as warning lights, audible alerts, or camera monitoring systems, to provide a comprehensive safety envelope during passenger transfer operations. This integrationenhances the overall effectiveness of the vehicle safety system by addressing multiple risk factors simultaneously through a coordinated response strategy.

[0068] Referring now to Fig. 2A, an interior perspective view of a deploy able safety-skirt subassembly 200A, is illustrated in accordance with aspects of the present disclosure. The subassembly 200A is depicted in a deployed, ground-guarding orientation, detached from the vehicle for clarity of illustration. In practical implementation, the sub-assembly 200A is positioned externally along a lower sidewall of the vehicle platform, as previously described with respect to Figs. 1A-1B.

[0069] The safety-skirt sub-assembly 200A comprises several interconnected components that cooperatively enable controlled deployment and retraction of a protective barrier. Such components include a skirt frame 202, a skirt panel 204, a vehicle attachment rail 206, multiple hinge assemblies 208A-208C, a backplate assembly 210, an actuator assembly 212 having upper mount 212A, barrel segment 212B, and extendable rod 212C, an adjustable actuator-anchor bracket 214A with apertures 216, and a lower pivot bracket 218 with guide plate aperture array 220.

[0070] In some aspects, the skirt frame 202 establishes the structural framework for the safetyskirt sub-assembly 200A and provides the load-bearing path between the deployable panel and the supporting structure of the vehicle. The frame 202 may be fabricated from various materials including, but not limited to, extruded aluminum sections, formed-steel channels, fiber-reinforced composite members, aluminum, steel, metal, plastic, wood, or combinations thereof. Material selection may be determined based on multiple factors such as target impact ratings, environmental exposure conditions, corrosion-resistance requirements, and mass constraints relevant to the specific vehicle implementation.

[0071] In the illustrated aspect, frame 202 adopts a generally rectangular perimeter configuration that reinforces the skirt panel 204. The corner joints of frame 202 can be executed using various joining techniques, including welded miters, gusseted mechanical fasteners, adhesive-bonded scarf joints, or cast corner brackets. The upper longitudinal rail of frame 202 interfaces with hinge assemblies 208A-208C, providing a secure mounting surface for the pivotal connection to the vehicle. The lower rail of frame 202 may cooperate with a deployment limit stopor wear strip (not shown in the figure) that defines the fully deployed position and absorbs contact forces during ground engagement.

[0072] Frame 202 may incorporate internal stiffening beams or stringers to meet flexural- deflection limits during dynamic loading events, such as contact with roadway debris or wind- induced flutter during vehicle operation. The frame structure may also include functional features such as drainage apertures to prevent water accumulation, electrical conduit passages for wiring integration, or sensor mounts for monitoring deployment status or detecting obstructions. In some aspects, surface treatments can be applied to frame 202 to enhance durability and service life, including but not limited to powder coating, anodizing, or marine-grade epoxy primers to satisfy environmental durability objectives. The geometry of frame 202 can be adapted to accommodate differing vehicle sill heights, and wheel-well spans by modifying the lengths of the longitudinal rails and the location of hinge attachment points, thereby enabling a modular design approach suitable for single-side or dual-side deployment on diverse vehicle models.

[0073] In some aspects, the skirt panel 204 is retained within frame 202 and / or otherwise attached to frame 202 and provides the continuous physical barrier that blocks ingress beneath the vehicle when deployed. Panel 204 can be constructed as a monolithic sheet using materials such as aluminum, high-density polyethylene, or fiber-reinforced plastic. Alternative constructions include sandwich panels with foam or honeycomb cores that provide enhanced stiffness-to-weight ratios or articulated slat arrays connected by flexible hinges that accommodate irregular ground profiles. The panel thickness and material selection are configurable based on multiple factors, including impact-energy absorption targets, aerodynamic drag considerations, and weight limitations prescribed by vehicle axle-load calculations. The outer surface of panel 204 may incorporate reflective elements, warning indicia, or textured regions that enhance visibility or communicate cautionary information to pedestrians or other vehicle operators. In some aspects, the skirt panel 204 may comprise screen or mesh material.

[0074] In some implementations, panel 204 may include integrated sensor elements such as pressure-sensitive strips along the lower edge to detect contact with objects during deployment or proximity sensors that monitor the clearance between the panel and the ground surface. The integrated sensor elements can provide feedback to the control system, enabling adaptive responses to environmental conditions or obstacles encountered during deployment operations.

[0075] The vehicle attachment rail 206 may be affixed to a frame rail or body-sill structure of the vehicle and presents a planar mounting surface for hinge assemblies 208A-208C. Rail 206 may be realized as a box-section beam, an angle bracket, or a castellated extrusion and can incorporate captive nuts or weld studs to speed installation and facilitate field replacement.

[0076] The attachment rail 206 serves as an interface between the safety-skirt sub-assembly 200A and the vehicle structure, transmitting deployment loads and operational forces into the chassis framework. The mounting pattern and fastener configuration of rail 206 can be customized to match existing structural members on different vehicle platforms, enabling retrofit installation without requiring significant modification to the baseline vehicle design.

[0077] In certain implementations, rail 206 may incorporate vibration-isolation elements or compliance features that attenuate road-induced vibrations or accommodate chassis flexure during vehicle operation. The vibration-isolation elements may include rubber bushings, spring washers, or slotted mounting holes that permit controlled displacement without introducing excessive stress into the skirt assembly or the vehicle structure. In some aspects, the rail 206 may represent an existing rail within the vehicle frame, undercarriage, or other structural and non- structural aspects of the vehicle.

[0078] A series of hinge assemblies 208A, 208B, and 208C pivotally couple the upper edge of skirt frame 202 to vehicle attachment rail 206. The hinge assemblies provide rotational freedom while maintaining structural integrity during deployment cycles and vehicle operation. Each hinge includes a vehicle-side leaf secured to rail 206 and a skirt-side leaf secured to frame 202, with a hinge pin that may ride in bushings or needle bearings for low-friction rotation. The hinge assemblies 208A-208C can be identical in construction or tailored to specific functional requirements based on their position along the skirt assembly. For example, one hinge may house a torsion-assist spring that offsets the gravitational moment of the skirt panel, reducing actuator load requirements. Another hinge may include an encoder or position sensor for angular-position feedback to the control system, enabling precise monitoring of deployment status.

[0079] The spacing between hinge assemblies 208A, 208B, and 208C may be determined based on the length of the skirt assembly and the anticipated load distribution during operation. Additional hinges may be incorporated for longer skirt assemblies or applications with higher impact-resistance requirements. The hinge pins can be retained using various methods, includingcotter pins, snap rings, or threaded end caps, and may be constructed from corrosion-resistant materials such as stainless steel, aluminum, composite polymers, and variations thereof. In some implementations, the hinge assemblies may incorporate grease fittings or self-lubricating bushings to maintain smooth operation over extended service intervals. The hinge knuckles can be designed with sufficient clearance to prevent binding due to debris accumulation or corrosion buildup, ensuring reliable deployment under diverse environmental conditions.

[0080] In some aspects, the safety skirt assembly may utilize different hinge configurations beyond the discrete hinges described herein. For example, in one aspect, a continuous piano hinge may be employed, extending substantially along the entire upper edge of the safety skirt assembly. The piano hinge may comprise an elongated metal or composite extrusion having intermeshing knuckles joined by a continuous hinge pin. The piano hinge configuration advantageously distributes loads uniformly across the length of the skirt assembly, thereby reducing localized stress concentrations and enhancing operational durability. In certain implementations, the continuous piano hinge may incorporate expansion joints positioned at predetermined intervals to accommodate thermal expansion or contraction of materials during operation across varying ambient temperature conditions.

[0081] In another aspect, the safety skirt assembly may employ RV-type hinges that may include integrated sealing elements that prevent ingress of road debris, water, salt, or other contaminants into the hinge mechanism. In some aspects, these RV-type hinges may further include friction elements or mechanical detents that provide controlled deployment characteristics without necessitating additional actuator control mechanisms. In some examples, the RV-type hinges may be fabricated from marine-grade stainless steel, anodized aluminum, or engineered polymer composites selected for specific environmental resistance properties.

[0082] In yet another aspect, concealed hinges may be incorporated into the safety skirt assembly, wherein the hinge mechanism is substantially enclosed within the vehicle frame and skirt assembly, presenting minimal external profiles. Such concealed hinges may utilize internal bearing surfaces to maintain rotational freedom while protecting critical components from environmental exposure. The concealed hinge configuration may be particularly advantageous in implementations where exterior aerodynamic characteristics or visual aesthetics are design considerations.

[0083] Although multiple discrete hinge assemblies are illustrated and described in the figures, it should be understood that a single continuous hinge member, such as the aforementioned piano hinge, may be employed as an alternative configuration. The single continuous hinge may span substantially the entire longitudinal dimension of the safety skirt assembly, thereby eliminating potential weak points between discrete hinges and simplifying the manufacturing and installation processes. In such configurations, the continuous hinge pin may be secured at its ends using removable fasteners or permanently staked connections that enable service access while preventing unintended disengagement during vehicle operation.

[0084] In some aspects, a backplate assembly 210 spans between hinge assemblies to distribute concentrated hinge loads into rail 206 and to present a mounting land for the upper actuator mount 212A. Backplate 210 can be a rolled-formed channel or a machined billet and may incorporate threaded inserts or key-slot features for adjustable actuator positioning. The backplate 210 serves at least two functions: structural reinforcement of the hinge mounting region and provision of attachment points for the actuator system. By distributing localized hinge loads across a broader area of the vehicle attachment rail 206, backplate 210 reduces stress concentrations and enhances the durability of the mounting interface. The backplate may incorporate stiffening ribs, gussets, or flanges that resist deflection under peak loading conditions. In certain implementations, the backplate 210 may include integrated access ports or maintenance features that facilitate servicing of the hinge assemblies or actuator connections without requiring complete disassembly of the safety-skirt system. The integrated access ports or maintenance features may include removable cover plates, inspection windows, or fastener arrangements that enable partial disengagement for maintenance operations. In some aspects, the skirt assembly may forgo the backplate assembly 210 such that one or more hinge assemblies may be directly coupled to the rail 206 and / or a portion of the vehicle.

[0085] Actuator assembly 212 provides motive force for rotating frame 202 between stowed and deployed positions. In the aspect shown in Fig. 2A, actuator 212 is configured as a two-stage hydraulic cylinder comprising an upper mount or clevis 212A, an intermediate barrel segment 212B, and an extendable rod 212C.

[0086] The upper clevis 212A pivots on adjustable bracket 214A, establishing a rotational connection that accommodates the changing angular relationship between the actuator and thevehicle structure during deployment cycles. The barrel segment 212B contains internal pressurized fluid chambers and flow-control valves that regulate extension and retraction rates. The extendable rod 212C transmits linear force to the skirt frame 202 via lower pivot bracket 218, converting hydraulic pressure into rotational movement of the safety-skirt assembly. Alternative actuator types that may be implemented include pneumatic cylinders that utilize compressed air rather than hydraulic fluid, electromechanical linear drives powered by electric motors and lead screws or ball screws, or hybrid systems that combine multiple actuation technologies. In applications requiring enhanced reliability or fail-operational capabilities, redundant or parallel-mounted actuators may be incorporated to provide system resilience in the event of single-component failure.

[0087] The actuator sizing and force characteristics are selected based on various factors, including the mass of the skirt assembly, deployment speed requirements, environmental operating conditions (such as temperature extremes or exposure to road contaminants), and available power sources on the vehicle platform. The actuator may incorporate internal position feedback elements such as linear potentiometers or hall-effect sensors that enable closed-loop control of deployment position and velocity profiles.

[0088] The adjustable actuator-anchor bracket 214, shown as 214A in Fig. 2A, attaches to the upper mount or clevis 212A and furnishes multiple indexing apertures 216 that enable positional adjustment of the actuator mounting point. By selecting a specific aperture of the apertures 216 for clevis-pin insertion, an installer can modify the geometric relationship between the actuator and the skirt assembly, thereby adjusting one or more performance parameters, including deployment torque, angular stroke, or deployment speed. The aperture 216 provides multiple mounting positions arranged in a pattern that enables incremental adjustment of the actuator leverage characteristics. Aperture geometry may be circular for fixed-position mounting, slotted to permit continuous adjustment within a defined range, or star-shaped to allow fine or coarse adjustment increments based on the rotational orientation of the mounting pin.

[0089] This adjustable mounting arrangement enables field customization of the system performance to accommodate variations in vehicle geometry, operational requirements, or user preferences without requiring complete redesign or replacement of components. For example, mounting the actuator to an aperture position closer to the hinge axis increases the available strokerange but reduces mechanical advantage, while mounting farther from the hinge axis provides a greater deployment force at the expense of reduced angular travel.

[0090] The lower pivot bracket 218 may be welded or fastened to the skirt frame 202 and may receive the distal rod end of actuator-rod segment 212C via a clevis-pin or spherical -rod-end joint. This connection point transfers actuator force to the skirt frame, initiating rotational movement around the hinge axis. Bracket 218 may be aligned with a vertical guide plate that contains a linear array of apertures 220, which enable vertical adjustment of the actuator-to-frame connection point. Selecting a particular hole within aperture 220 allows modification of the vertical attachment point of bracket 218 relative to frame 202, which influences the deployment angle and final ground clearance of skirt panel 204 in the fully extended position.

[0091] The guide-plate apertures 220 may also incorporate functional elements such as damping inserts or cushioning grommets that modulate shock loads transmitted to the actuator during rapid deployment or retraction events. The functional elements may attenuate peak forces resulting from dynamic loading conditions, enhancing component durability and system reliability during operational cycles. In some implementations, the guide plate may include visual indicators or indexing features that facilitate consistent adjustment across multiple vehicle installations, ensuring uniform performance characteristics across a fleet of equipped vehicles.

[0092] Collectively, the elements are shown in Fig. 2A cooperates to enable controlled, repeatable deployment and retraction of the safety-skirt assembly in response to command signals generated by vehicle-mounted control logic, door interlocks, or environmental sensors. The adjustable nature of the mounting arrangements accommodates variations in chassis geometry, target deployment angles, and actuator stroke capabilities across different vehicle implementations, providing a versatile system architecture adaptable to diverse vehicle platforms and operational requirements.

[0093] Referring now to Fig. 2B, an interior perspective view of a deploy able safety-skirt subassembly 200B is illustrated in an intermediate deployment position at approximately forty-five degrees between the fully stowed and fully deployed positions. This view demonstrates geometric relationships and component interactions during the transition phase of deployment.

[0094] In this intermediate state, which may occur during deceleration, door operation initiation, or geofence detection, the system enables verification of proper actuator loading, hingeclearances, and sensor feedback before completing full deployment or returning to the stowed position based on operational conditions. The skirt frame 202 is shown rotated to approximately forty-five degrees from the vehicle body, illustrating how the frame translates actuator force into angular displacement. In this partially deployed orientation, the skirt frame 202 establishes a protective angular barrier that begins restricting undercarriage access while remaining responsive to control inputs.

[0095] The skirt panel 204, attached to and / or part of frame 202, is shown at this intermediate angle, which creates a partial barrier beneath the vehicle. This position represents a transitional state that provides earlier protection during door operation sequences while maintaining system responsiveness. At this angle, the panel subtends a protective arc that begins restricting undercarriage access while minimizing aerodynamic impact during low-speed operations.

[0096] The vehicle attachment rail 206 is shown to maintain its fixed position relative to the vehicle structure while the hinged components rotate outward. This static reference point illustrates how the mounting system accommodates the changing angular relationship between the vehicle and skirt assembly throughout the deployment range. The actuator assembly components - upper mount 212A, barrel segment 212B, and extendable rod 212C - demonstrate their relative positions during mid-deployment. The upper mount 212A maintains its pivotal connection to the vehicle while the rod 212C extends partially from barrel 212B, positioning the skirt at the illustrated forty- five-degree angle. This configuration shows how the changing geometry between fixed and moving components creates the controlled rotational movement of the safety skirt.

[0097] This intermediate position is particularly significant as it represents a phase where deployment can be paused for safety verification, potentially accelerated during emergency conditions, or reversed if obstacles are detected. The position also allows visualization of how the protective coverage progressively forms as deployment continues. In summary, Fig. 2B describes the safety-skirt sub-assembly during its transition between operational states, highlighting the dynamic relationships between components and the progressive formation of the protective barrier during the deployment sequence.

[0098] Referring now to Fig. 3A, a side-elevation schematic 300 of the deployable safety-skirt assembly is illustrated in relation to a representative vehicle structure. The side-elevation schematic 300 provides additional details with regard to the hinge geometry, actuator orientation,and adjustable anchor positions as viewed in a plane perpendicular to the longitudinal axis of the vehicle. This view provides a clear visualization of the component relationships during the deployed state of the safety-skirt assembly.

[0099] The deployable assembly 300 corresponds functionally to the skirt assemblies previously described with respect to Figs. 1A-2B, but is rendered in a profde view to emphasize the relative positions of linkage components during motion. In this view, the assembly includes a vertically oriented skirt frame 202, a hinge set 208, a backplate 210, an adjustable upper anchor bracket 214, actuator segments 212A-212C, a lower pivot bracket 218, and apertures 220.

[0100] The skirt frame 202 forms a structural element of the safety-skirt assembly and provides the load-bearing path between the deployable panel and the vehicle structure. As previously described, the frame 202 may be fabricated from various materials including, but not limited to, extruded aluminum sections, formed-steel channels, fiber-reinforced composite members, or combinations thereof. Material selection may be determined based on multiple factors such as target impact ratings, environmental exposure conditions, corrosion-resistance requirements, and mass constraints relevant to the specific vehicle implementation. Frame 202 is shown rotated downward from rail 302, thereby establishing a barrier angle suitable for ground coverage. The frame 202 may adopt a generally rectangular perimeter configuration that envelops and reinforces a skirt panel (not explicitly labeled in Fig. 3A). The frame 202 may incorporate internal stiffening beams or stringers to meet flexural -defl ection limits during dynamic loading events, such as contact with roadway debris or wind-induced flutter during vehicle operation.

[0101] The hinge assembly 208 pivotally couples the skirt frame 202 to a rail (e.g., rail 206) via the backplate 210. The hinge assembly 208 provides rotational freedom while maintaining structural integrity during deployment cycles and vehicle operation. The hinge assembly includes a vehicle-side leaf secured to the backplate 210 and a frame-side leaf secured to the upper end of frame 202, with a hinge pin that may ride in bushings or needle bearings for low-friction rotation. In certain implementations, the hinge assembly 208 may incorporate grease fittings or selflubricating bushings to maintain smooth operation over extended service intervals. Optional detent springs within hinge 208 can bias the frame toward the stowed position until a hydraulic or electromechanical force is applied. The design of the hinge assembly may enable the skirt to remain securely attached to the vehicle while still allowing for smooth and controlled movement.

[0102] The backplate 210 may distribute concentrated hinge loads into the attachment rail (e.g., rail 206) and furnish a rigid seat for the upper anchor bracket 214. The backplate 210 serves multiple functions: structural reinforcement of the hinge mounting region and provision of attachment points for the actuator system. By distributing localized hinge loads across a broader area of the vehicle attachment rail (e.g., rail 206), backplate 210 reduces stress concentrations and enhances the durability of the mounting interface. The backplate may incorporate stiffening ribs, gussets, or flanges that resist deflection under peak loading conditions.

[0103] The vehicle attachment rail 302 provides a structural interface between the vehicle frame 304 and the skirt assembly. The attachment rail 302 may be realized as a continuous extruded beam, an interrupted platen welded between body posts, or a bolted reinforcement channel, each option selected according to manufacturing constraints, corrosion-resistance requirements, and available under-sill space. Rail material can include high-strength, low-alloy steel, marine-grade aluminum, aluminum, or pultruded glass-fiber composite; section modulus and wall thickness are chosen to handle bending moments transmitted by the hinge set 208 during deployment and by aerodynamic loads when the skirt is stowed. Mounting fasteners may pass through slotted holes in the rail to allow longitudinal adjustment, thereby aligning hinge axes parallel to the vehicle roll axis. Integrated cable conduits or hydraulic hose clips may be molded or machined into the rail to route power and control lines for the actuator 212 without additional brackets. The rail 302 may provide a planar datum surface for bracket 214, enabling consistent lever-arm geometry across multiple vehicle variants. The vehicle frame 304 (e.g., chassis member) represents a structural longitudinal element, such as a side-sill, body post, or sub-frame crossmember, to which the rail 302 is anchored. The frame 304 accommodates loads distributed from rail 302 via welds, bolts, or other structural fasteners. The relative vertical spacing between frame 304 and ground level influences the ultimate deployment angle of skirt frame 202.

[0104] The actuator system 212 comprises the upper clevis 212A, the barrel segment 212B, and the rod segment 212C. The actuator system 212 provides motive force for rotating frame 202 between stowed and deployed positions. The upper clevis 212A is pinned to a selected aperture within the upper anchor bracket 214, which contains a transverse hole array (e.g., apertures 216) (only representative apertures shown in profile). By relocating the clevis pin among apertures 216, an installer can modify the effective lever arm between the actuator and hinge axis, therebyadjusting deployment torque, angular velocity, or final deployed angle without altering the stroke length.

[0105] The barrel segment 212B may enclose pressure chambers (hydraulic, pneumatic) or a ball-screw drive (electromechanical) that converts control commands into linear motion. The barrel segment 212B may contain internal pressurized fluid chambers and flow-control valves in hydraulic or pneumatic implementations that regulate extension and retraction rates. The barrel segment 212B may include integrated sensors for monitoring pressure, temperature, or position to enable closed-loop control of deployment operations.

[0106] The rod segment 212C may transmit linear force to the skirt frame 202 via the lower pivot bracket 218, converting hydraulic pressure or electromechanical force into rotational movement of the safety-skirt assembly. The rod segment 212C terminates at the lower pivot bracket 218 and may incorporate features such as cushioned end-stops or velocity-dampening elements that moderate impact forces at the extremes of travel. The rod surface may be treated with wear-resistant coatings or fabricated from corrosion-resistant materials to ensure durability in the harsh under-vehicle environment.

[0107] The upper anchor bracket 214 attaches to the upper clevis 212A and furnishes multiple indexing apertures 216 that enable positional adjustment of the actuator mounting point. The aperture 216 provides multiple mounting positions arranged in a pattern that enables incremental adjustment of the actuator leverage characteristics. Aperture geometry may be circular for fixed- position mounting, slotted to permit continuous adjustment within a defined range, or star-shaped to allow fine or coarse adjustment increments based on the rotational orientation of the mounting pin. The adjustable mounting arrangement enables field customization of the system performance to accommodate variations in vehicle geometry, operational requirements, or user preferences without requiring complete redesign or replacement of components.

[0108] The lower pivot bracket 218 is secured to the skirt frame 202 and receives the distal rod end of the actuator-rod segment 212C via a clevis-pin or spherical -rod-end joint. The connection point may transfer actuator force to the skirt frame, initiating rotational movement around the hinge axis. The lower pivot bracket 218 may be constructed from materials such as cast aluminum, machined steel, or reinforced composites, with geometry optimized to manage stress concentrations at the actuator connection point. In some implementations, the bracket mayincorporate vibration-isolation elements or compliance features that attenuate road-induced vibrations or accommodate chassis flexure during vehicle operation.

[0109] The apertures 220 are aligned with the lower pivot bracket 218 and contain a linear array of holes that enable vertical adjustment of the actuator-to-frame connection point. Selecting a particular hole within the array allows modification of the vertical attachment point of the lower pivot bracket 218 relative to frame 202, which influences the deployment angle and final ground clearance of the skirt frame in the fully extended position. The guide-plate apertures may also incorporate functional elements such as damping inserts or cushioning grommets that modulate shock loads transmitted to the actuator during rapid deployment or retraction events. The functional elements may attenuate peak forces resulting from dynamic loading conditions, enhancing component durability and system reliability during operational cycles.

[0110] In operation, when a triggering event occurs — such as door opening, a driver-switch command, a geofenced GPS location, or a sensor-detected obstruction — the actuator system 212 extends, causing the skirt frame 202 to rotate downward around the hinge assembly 208 into the deployed position shown in Fig. 3A. This creates a physical barrier between the vehicle undercarriage and the ground, preventing individuals or objects from entering this hazardous zone during passenger loading and unloading operations. When the triggering condition clears, the actuator retracts, rotating the skirt frame back to its stowed position parallel to the vehicle body.

[0111] Referring now to FIG. 3B, alternative views of a deployable safety-skirt assembly 309 are illustrated in accordance with aspects of the present disclosure. The safety-skirt assembly 309 may be the same as or similar to the deployable safety-skirt assembly 104 of Figs. 1A-3A and as described herein. The back view 310 of the deployable safety-skirt assembly 309 is depicted along with top and side configurations to provide a comprehensive visualization of the structural components and their spatial relationships. The safety-skirt assembly 309 corresponds functionally to the skirt assemblies previously described with respect to FIGS. 1A-3A, but is rendered with additional detail regarding the panel construction and mounting features.

[0112] The deployable safety-skirt assembly 309 comprises a first side portion 312 and a second side portion 314, with the first side portion 312 being disposed at a first longitudinal edge of the assembly and the second side portion 314 being disposed at an opposing longitudinal edge. The first and second side portions 312, 314 may be fabricated from extruded aluminum profiles,formed steel channels, or reinforced composite materials selected to provide structural rigidity while minimizing mass. These side portions 312, 314 may incorporate mounting features for attaching the assembly to vehicle frame members and may serve as load-bearing elements that transfer operational forces to the vehicle chassis during deployment and retraction operations.

[0113] The safety-skirt assembly 309 further includes a first panel portion 316A and a second panel portion 316B extending between the first side portion 312 and the second side portion 314. The first and second panel portions 316A, 316B may be fabricated as separate components joined along a center seam, or alternatively, may be formed from a single continuous sheet that spans the entire width of the assembly. In the illustrated embodiment, the panel portions 316A, 316B feature a pattern of elongated apertures distributed across their surface area, which may be formed through stamping, laser cutting, or waterjet processes. These apertures serve multiple functions, including weight reduction, improved aerodynamic characteristics during vehicle transit, and modification of the panel's flexural properties. The pattern of apertures may be engineered to maintain structural integrity while optimizing material usage and reducing aerodynamic drag during vehicle operation.

[0114] The first panel portion 316A includes a top portion 318A, and similarly, the second panel portion 316B includes a top portion 318B. The top portions 318A, 318B may be configured with reinforced mounting regions for attachment to hinge assemblies or may incorporate integral hinge knuckles when the panel is fabricated from materials amenable to such formations. The top portions 318A, 318B may establish the rotational axis around which the safety-skirt assembly pivots during deployment and retraction operations. In some aspects, the top portions 318A, 318B may feature increased material thickness or structural reinforcements to accommodate the concentrated loads transmitted during pivoting operations.

[0115] A bottom portion 320 extends along the lower edge of the safety-skirt assembly 309, spanning across both the first panel portion 316A and the second panel portion 316B. The bottom portion 320 may be wider than the top portions 318A, 318B, providing enhanced coverage and protection when the assembly is in the deployed position. This increased width may be particularly advantageous for accommodating variations in ground clearance due to uneven terrain or suspension articulation during passenger loading operations. The bottom portion 320 may incorporate a wear-resistant edge treatment or replaceable wear strip that contacts the groundsurface during full deployment, protecting the primary panel structure from abrasion or impact damage.

[0116] The top view 322 of the safety-skirt assembly 309, depicts the spatial relationship between the first side portion 312, the first panel portion 316A, the second panel portion 316B, and the second side portion 314. This view also demonstrates the pattern of apertures distributed across the panel surfaces and the relative proportions of the various components when viewed from above. The top view 322 may be particularly useful for understanding the mounting footprint of the assembly and its relationship to vehicle structural members during installation planning.

[0117] A side view 324 of the deployable safety-skirt assembly 309 illustrates the profile configuration, particularly highlighting the first side portion 312. This view provides visualization of the vertical dimension of the assembly and the relationship between the side portion 312 and the adjacent panel structures. The side view 324 may reveal additional structural features not visible in other perspectives, such as gussets, reinforcing ribs, or mounting brackets integrated into the side portion design.

[0118] In some aspects, the safety-skirt assembly 309 may be constructed as a modular unit that can be pre-assembled before installation on the vehicle, simplifying the manufacturing and service processes. The modular construction allows for replacement of individual components if damaged or worn, rather than requiring complete assembly replacement. The materials selected for the various components of the safety-skirt assembly 309 may be chosen based on multiple factors including structural requirements, weight considerations, corrosion resistance, impact absorption characteristics, and manufacturing processes appropriate for the production volume anticipated. As one example, the safety-skirt assembly 309 may comprise aluminum.

[0119] Figs. 4A-4C depict electrical and electromechanical components that facilitate operator interaction with, and positional monitoring of, the deployable safety-skirt assembly described earlier in connection with Figs. 1-3.

[0120] In some aspects, an indicator panel 402 provides a consolidated, visually perceptible interface through which an operator may verify system status and receive confirmation of skirt position in real-time. The panel may be located on a driver-accessible dash pod, an interior bulkhead, or an exterior service enclosure, depending on vehicle architecture and regulatory factors. In some aspects, panel 402 carries discrete indicator lamps 404, 406, 408, and 410. Eachlamp can be a light-emitting diode, incandescent bulb, or electro-luminescent segment; however, multi-color LEDs enable a single aperture to communicate multiple states — e.g., steady green for “ready,” flashing amber for “delay,” or red for “fault.” In some aspects, panel circuitry receives digital or analog input signals from a supervisory controller, limit-switch circuits, or vehicle multiplex data channels and drives the indicators through solid-state drivers or relay contacts. Environmental sealing may be achieved with an O-ring gasket between the panel bezel and dashboard cut-out; conformal coating or potting compound can further enhance resistance to humidity and vibration. Alternative aspects may utilize graphical HMIs with LCD or OLED touchscreens that present the same logical information as the discrete lamps but allow user-configurable iconography, multilingual labels, or fault-log retrieval menus.

[0121] Arming status lamp 404, when energized, conveys that the safety-skirt system is powered and capable of executing a commanded or automatic deployment sequence. Input logic may involve a latching relay actuated via arm / disarm controls 412 and 414 or software flags set by the supervisory ECU. Automatic-trigger readiness lamp 406 indicates that external trigger sources — such as geofence location data, door-ajar signals, or sensor activation — are enabled and recorded for event logging or compliance verification. The lamp may blink during GPS fix acquisition or sensor self-test. Deployed-position lamp 408 illuminates when the skirt reaches a predetermined deployed angle, as confirmed by vertical limit switch 424 (Fig. 4C) or by an angular-position transducer. Retracted-position lamp 410 illuminates when skirt frame 202 contacts horizontal limit switch 418 (Fig. 4B) or satisfies equivalent encoder criteria, signifying readiness for road travel.

[0122] Adjacent to panel 402 is master control 412, featuring an “ARM” and “DISARM” selector. A tactile rocker, toggle, or guarded pushbutton form factor may be employed. Depressing the ARM side energizes panel circuits, activates drive power to actuator 212, and may initiate a self-diagnostic routine. Selecting DISARM removes drive power and inhibits automatic triggers. A secondary switch 414 allows independent enablement of automatic triggers — such as GPS or door-linked deployment — while preserving manual deployment capability. This permits operational flexibility when, for example, a route includes both controlled stops and open-road segments.

[0123] Assembly 416 provides electronic confirmation that the safety skirt has achieved its fully retracted orientation. A bracket houses at least one normally-open or normally-closed limit switch 418 positioned to contact a mating striker plate or cam surface 420 attached to the skirt frame when the frame rotates to the stowed position. The skirt travels past a threshold angle and closes (or opens) switch 418, routing a signal to the control unit that then energizes lamp 410 and optionally records a time-stamp for fleet-management analytics. The switch can be a plunger type, an inductive proximity sensor, or a Hall-effect sensor paired with a magnet on striker surface 420. Installation slots allow positional tuning so that actuation coincides with the desired clearance angle. Redundant switches may be wired in series or voted-in software to mitigate the risk of single-point failure.

[0124] Assembly 422 confirms the fully deployed orientation of the skirt. The assembly 422 may include a limit switch 424 mounted on a bracket fixed to the vehicle under-sill or attachment rail. During deployment, a contact pad or flag 426 on the skirt frame advances toward switch 424; upon contact, the switch changes state, signaling that the skirt has reached its designated groundguarding position. As with assembly 416, sensor technologies may range from mechanical microswitches to non-contact proximity detectors, with selection guided by environmental exposure, required repeatability, and maintenance philosophy. The switch signal may drive lamp 408 and can be transmitted via the vehicle’s telematics bus to an off-board monitoring center for real-time confirmation of safe-loading protocol execution.

[0125] The user-interface devices depicted in Figs. 4A-4C enable manual arming, automatictrigger management, and positive visual confirmation of skirt position, thereby complementing the mechanical features described in Figs. 1-3 and providing operators and remote stakeholders with actionable status information across the deployment cycle.

[0126] In various aspects, the indicator and control panel 402 may incorporate additional features to enhance system reliability and operator awareness. For instance, the panel may include an audible alert component that provides distinct tones or verbal announcements corresponding to skirt deployment, retraction, or fault conditions. This audible feedback can supplement the visual indicators, ensuring that critical status changes are communicated effectively even when the operator’s visual attention is directed elsewhere, such as during passenger monitoring or traffic observation. The audible component may be programmed with volume levels that automaticallyadjust based on ambient noise conditions within the vehicle cabin, as measured by a microphone integrated into the panel assembly.

[0127] Panel 402 may additionally incorporate self-diagnostic capabilities to verify the proper operation of the indicator lamps themselves. Upon system power-up or when commanded through a dedicated test button, the panel can execute a lamp test sequence wherein each indicator illuminates in sequence or simultaneously, enabling the operator to identify any non-functional display elements before commencing vehicle operation. This self-test feature may extend to verification of the internal panel circuitry, with fault codes displayed through a predetermined pattern of the functioning indicators if internal electronic deficiencies are detected.

[0128] In some implementations, the indicator panel 402 may be designed with fault-tolerant architecture to maintain informational capabilities even when experiencing partial failures. This can include redundant power supply pathways, duplicated microcontrollers, or parallel indicator circuits that ensure the continued operation of safety-critical display functions in degraded modes. The panel may be configured to communicate its operational status to a vehicle diagnostic system via a controller area network (CAN) or other appropriate communication protocol, enabling proactive maintenance based on emerging performance trends rather than complete system failure.

[0129] Human factors considerations may guide the physical arrangement of indicators 404, 406, 408, and 410 within panel 402. For example, the indicators 404, 406, 408, and 410 may be positioned in a logical sequence that maps to the operational workflow, with arming status lamp 404 at the left followed by automatic-trigger readiness lamp 406, and then the position confirmation lamps 408 and 410. This arrangement supports intuitive comprehension by aligning with typical left-to-right reading patterns. The spacing between indicators may be optimized to support accurate perception under vibration conditions typical of vehicle operation, and the size of each indicator aperture may be selected to ensure visibility across a range of operator distances and sight lines.

[0130] Control switches 412 and 414 may incorporate tactile differentiation features that enable identification by touch without requiring visual confirmation. This can include distinct shapes, surface textures, or operational resistance profiles that communicate the switch identity and current state to the operator through tactile feedback alone. Such features support operation inreduced visibility conditions and contribute to reduced operator distraction by minimizing the need to visually locate and confirm switch positions during vehicle operation.

[0131] Referring now to Fig. 5, an exemplary mechanical interface 500 is illustrated that establishes a direct mechanical coupling between a vehicle door actuation system and the deployable safety-skirt assembly described in previous figures. The mechanical interface 500 provides an actuation pathway that may complement the hydraulic, pneumatic, or electromechanical actuator systems disclosed earlier while ensuring synchronized operation between door movement and safety-skirt deployment without relying exclusively on electronic control signals.

[0132] The mechanical interface 500 may include a gearbox assembly 502, a skirt-actuator drive shaft 504, and a door-actuator input shaft 506. Through this mechanical linkage, motion from the conventional passenger-door drive mechanism is transmitted to actuate the deployable safety skirt, thereby establishing consistent timing between door opening and skirt deployment operations. The gearbox assembly 502 may include a set of meshing elements that convert the rotary output from the door-actuator input shaft 506 into a corresponding rotational drive applied to a skirt-actuator drive shaft 504. The gearbox assembly 502 may be constructed from various materials, including die-cast aluminum, machined steel, or polymer composites, selected based on structural requirements to withstand torsional loads, environmental exposure conditions, and vehicle-borne vibration spectra encountered during normal operation.

[0133] The exterior of gearbox assembly 502 may incorporate mounting flanges, dowel features, or slotted holes that permit rigid attachment to various structural elements of the vehicle, such as a bulkhead, under-sill beam, or door-operator bracket. The mounting provisions may include adjustable positioning features that allow for precise alignment of the internal gear mesh during installation or maintenance operations. The interior cavities of gearbox assembly 502 may contain appropriate lubrication systems, which may include splash lubrication reservoirs or grease packs that ensure reliable operation over extended service intervals. To protect the internal components from environmental contamination, the gearbox assembly 502 may integrate lip seals, O-ring gaskets, or labyrinth passages that inhibit the ingress of moisture, dust, and road debris.

[0134] Alternative aspects of the gearbox assembly 502 may incorporate a sealed, maintenance-free gear cartridge or utilize a dry, polymer-gear train configuration when the torquerequirements permit such implementations. The gear ratios within gearbox assembly 502 are configurable through interchangeable gear sets, which may include spur gears, helical gears, or bevel gears, allowing customization of deployment speed and torque characteristics to match specific actuator specifications or operational requirements across different vehicle platforms. In certain implementations, gearbox assembly 502 may integrate safety features such as an overrunning clutch or torque-limiting device that decouples the skirt drive if a predefined resistance threshold is exceeded — for example, if the safety skirt encounters an obstruction during deployment. This feature reduces the load on the door mechanism and prevents damage to either the door system or the safety skirt assembly during anomalous operational conditions.

[0135] The skirt-actuator drive shaft 504 may exit the gearbox assembly 502 laterally and communicate rotational motion to actuate the safety-skirt assembly. Depending on the specific implementation, this actuator may be configured as a hydraulic pump input, a rotary-linear converter, or a direct shaft linkage that transforms the rotational output into the linear motion required for safety-skirt deployment. The drive shaft 504 may be realized as a solid keyed shaft, a splined stub coupled through a universal j oint, or a torque tube with an integrated, flexible coupling that accommodates misalignment caused by chassis deflection during vehicle operation or manufacturing variations.

[0136] In some implementations, a pinion gear may be fixed to drive shaft 504, which mates with a larger driven gear on the skirt actuator, establishing a secondary gear reduction as needed to achieve the desired force and speed characteristics for skirt deployment. Optional position tracking elements, such as magnetic encoder rings or optical code wheels, may be mounted on drive shaft 504 to provide real-time angular position data for electronic monitoring systems, as described with respect to the indicator and control systems in Fig. 4.

[0137] The door-actuator input shaft 506 forms the input element of the mechanical interface 500 and is coupled to the existing door-actuation mechanism of the vehicle, which may be pneumatically powered, electrically driven, or manually operated through a lever system. The coupling between the door mechanism and input shaft 506 may be realized as a rigid flange connection, a splined hub interface, or a quick-release clutch that permits disengagement for maintenance operations without necessitating complete disassembly of the interface. Rotation of input shaft 506, which may be initiated when the operator commands door movement through theexisting door control system, drives the gear inside gearbox assembly 502. The gear teeth within this assembly can be straight-cut for manufacturability considerations or helical in configuration to reduce acoustic emissions during operation. In jurisdictions where vehicle regulations mandate independent skirt control separate from door operation, a selectable clutch or electrically actuated detent mechanism can be interposed between shaft 506 and the gear, allowing the operator or control system to disable synchronized operation as needed and rely solely on the dedicated skirt actuator for deployment control.

[0138] In aggregate, the mechanical interface 500 enables passive, mechanically-locked coordination between door motion and skirt deployment, providing an actuation pathway that may act independent of the actuator 212 of Figs. 2A-2B; in some aspects, the mechanical interface 500 may complement the hydraulic, pneumatic, or electromechanical actuator systems disclosed earlier. This mechanical synchronization offers several advantages. Such advantages may include reduced dependency on electronic control signals that might be subject to failure, enhanced operational reliability through mechanical redundancy, and flexibility to meet diverse regulatory or operational requirements across different vehicle platforms and jurisdictions.

[0139] The mechanical interface 500 may be integrated with other vehicle systems to enhance safety and operational efficiency. For example, the mechanical interface 500 may incorporate interlock mechanisms that prevent vehicle movement when the safety skirt is deployed, to ensure that the vehicle remains stationary during passenger boarding and alighting operations. Additionally, the mechanical interface 500 may include provisions for manual override in emergency situations by allowing authorized personnel to deploy or retract the safety skirt independent of door operation if required by specific operational circumstances.

[0140] Referring now to Fig. 6, an exemplary electronic control and data management architecture 600 is illustrated in accordance with aspects of the present disclosure. The architecture 600 coordinates automatic deployment of the safety-skirt assembly described in connection with previous figures and records operational data for onboard or remote use. The architecture 600 may be embodied in dedicated hardware, implemented as firmware executed by a vehicle body controller, or realized as distributed software tasks running on multiple electronic control units (ECUs) interconnected by a vehicle data bus.

[0141] The architecture 600 may include a skirt-activation module 602, an activation-signal generator 604, skirt-actuation information 606, a storage / transmission module 608, video information 610, location information 612, and at least one sensor 616. Such components may enable a context-aware operation of the deployable safety-skirt system while maintaining comprehensive records for analytical, regulatory, or maintenance purposes. The skirt-activation module 602 represents an element that determines whether a deployment or retraction command should be issued to the skirt actuator. The skirt-activation module 602 receives inputs from a variety of subsystems, evaluates configurable logic rules, and outputs a control word or command packet to actuators, relays, or hydraulic valves. The skirt-activation module 602 can be implemented as a microcontroller with embedded flash memory, a programmable logic controller, or a secure virtual machine instance running on a consolidated vehicle gateway. Logic executed by skirt-activation module 602 may evaluate Boolean combinations of door-status signals, driver switch settings, geofence matches, object-detection events, or time-of-day constraints. The parameters can be adjusted through an over-the-air update mechanism or a service tool interface.

[0142] In some implementations, the skirt-activation module 602 incorporates a multi-level priority scheme that resolves potential conflicts between competing deployment triggers. For example, a direct driver command may override a geofence-based auto-deployment, or an emergency-stop condition may supersede normal door-sequencing protocols. The skirt-activation module 602 may also implement a state machine that tracks the safety skirt through its operational phases, including standby, pre-deployment, extending, deployed, retracting, and fault states. Each state may have specific entry and exit conditions, timeout parameters, and permissible transitions that enforce safe operation under varying environmental and vehicle conditions.

[0143] The processing capabilities of skirt-activation module 602 may include a multi-core processor architecture that enables parallel execution of time-critical control algorithms and background monitoring tasks. Memory resources within skirt-activation module 602 can include volatile RAM for runtime operations, non-volatile flash or EEPROM for configuration parameters, and dedicated protected memory regions for safety-critical code execution. Input / output interfaces of the skirt-activation module 602 may support various signal types, including digital logic levels, analog voltage or current signals, pulse-width modulated (PWM) control lines, or serial communication protocols such as SPI, I2C, CAN, or Ethernet, depending on the specific implementation requirements.

[0144] The activation-signal generator 604 produces a discrete or analog trigger indicating that one or more prerequisite conditions for skirt deployment are satisfied. The activation-signal generator 604 receives physical -world input from at least one sensor 616, which can include radar, lidar, ultrasonic transducer arrays, or optical cameras. The dashed arrow between sensor 616 and activation- signal generator 604 denotes that raw sensor data are optionally pre-processed — for example, thresholded or object-classified — before the resulting activation flag is supplied to the skirt-activation module 602. By separating sensor conditioning (in blocks 616 and 604) from decision logic (in block 602), the architecture accommodates heterogeneous sensor types and simplifies certification of changes to sensor hardware.

[0145] The sensor 616 may encompass various types of environmental detection devices strategically positioned around the vehicle perimeter to monitor the zone beneath the vehicle or adjacent to the vehicle where passengers may be present. In radar implementations, the sensor 616 may utilize millimeter-wave or microwave frequencies with beamforming capabilities to precisely detect objects within specific spatial regions. Lidar sensors may employ time-of-flight measurements with multiple beams or scanning mechanisms to create detailed three-dimensional representations of the vehicle surroundings. Ultrasonic sensor arrays may include multiple transducers operating at frequencies optimized for short-range detection in diverse weather conditions, with signal processing algorithms that filter out environmental noise or cross-talk between adjacent sensors.

[0146] In camera-based implementations, sensor 616 may incorporate wide-angle or fisheye lenses to maximize coverage area, infrared capabilities for low-light operation, and high dynamic range (HDR) image sensors that maintain visibility in challenging lighting environments such as glare from headlights or direct sunlight. The sensor mounting locations may include under-body positions, side-skirt regions, doorway frames, or mirror housings, selected to provide comprehensive coverage of critical zones while minimizing exposure to road debris or environmental contaminants. Signal conditioning circuits associated with sensor 616 may include analog pre-filters, digital signal processors, or field-programmable gate arrays that perform initial data enhancement or noise reduction before transmitting the processed signals to activation signal generator 604.

[0147] The video information 610 supplies still frames or compressed video streams captured by a curb-side or under-chassis camera, enabling vision-based object detection or post-event review. The video data can be used for real-time processing by computer vision algorithms within the skirt-activation module 602 or stored for later analysis in case of incidents or near-misses. Video 610 may incorporate various image processing capabilities such as dynamic range optimization for challenging lighting conditions, motion detection to identify potential risks, or machine learning-based classification to differentiate between humans, animals, and inanimate objects in the monitored zones.

[0148] Location information 612 provides position coordinates, speed, and heading obtained from a global navigation satellite system (GNSS) receiver or inertial navigation system. Such data enable the skirt-activation module 602 to implement location-based control strategies, such as automatic deployment when approaching designated school bus stops or passenger loading zones defined by geofence boundaries. The location information 612 may also supply velocity vector information that allows predictive deployment based on deceleration profiles or anticipated stopping positions, enhancing system responsiveness during time-critical scenarios.

[0149] Video information 610 and location information 612 represent auxiliary data sources that may influence deployment logic or be logged for compliance purposes. The data channels enter the skirt-activation module 602, allowing logic to gate deployment to predefined bus stops or to inhibit deployment above a speed ceiling. The integration of the contextual data streams enables additional decision-making approaches than what would be possible with direct sensor inputs alone, potentially reducing false activations while ensuring reliable protection during genuine risk scenarios.

[0150] When the skirt-activation module 602 resolves to actuate, the skirt-activation module 602 may output skirt-actuation information 606. The skirt-actuation information 606 information can include the desired angular position, actuator target pressure, or a time-stamped command code. Skirt-actuation information 606 may exist as a transient data structure within the skirtactivation module 602 or as a distinct Controller Area Network (CAN) frame, Local Interconnect Network (LIN) message, or Ethernet packet routed to a power-electronics driver attached to the actuator. The skirt-actuation information 606 provides the command interface between thedecision logic and the physical actuator mechanisms described in previous figures, translating logical deployment decisions into specific mechanical actions.

[0151] The storage / transmission module 608 may archive or forward operational records, including the activation signal from activation-signal generator 604 and the actuation information from skirt-actuation information 606. The storage / transmission module 608 may incorporate nonvolatile flash memory sufficient to hold a number of deployment cycles, a cellular or Wi-Fi modem for real-time telematics transfer, or a short-range RF1D / NFC interface for depot-side data offloading. Retained data may support incident investigation, preventive maintenance scheduling, or regulatory compliance audits. Encryption and authentication layers can be applied where data privacy or cybersecurity standards apply.

[0152] In some implementations, the storage / transmission module 608 may incorporate a hierarchical data storage strategy that maintains high-resolution logging during deployment events while conserving storage space during normal vehicle operation. For example, the system might capture frame-by-frame video, millisecond-level sensor readings, and actuator position data during actual deployments but only periodic summary statistics during standby periods. This approach optimizes the use of available storage while ensuring that critical events are documented with sufficient detail for subsequent analysis.

[0153] The storage / transmission module 608 may also implement intelligent data offloading protocols that transmit high-priority event data immediately via cellular networks while queuing larger datasets, such as video recordings for transmission when the vehicle returns to a depot with Wi-Fi connectivity. This bandwidth-aware approach balances the need for timely notification of safety-critical events with cost-effective use of communication resources. Authentication and encryption features within module 608 can ensure that sensitive operational data is protected from unauthorized access while in transit or at rest, implementing security measures such as transport layer security (TLS) for network communications and AES encryption for stored data.

[0154] The interconnection of blocks 602-616 within architecture 600 provides a scalable framework: additional sensor inputs can be provided to the activation-signal generator 604, multiple actuation channels can be added to the skirt-actuation information 606 for right- and leftside skirts and diverse communication protocols can be accommodated in the storage / transmission module 608 without altering the fundamental decision logic resident in skirt-activation module602. This modular design approach enables configuration flexibility across different vehicle platforms and operational environments, accommodating variations in vehicle size, passenger capacity, or regulatory requirements without necessitating wholesale redesign of the control architecture.

[0155] In alternative implementations, the architecture 600 may be integrated with other vehicle safety and control systems such as automatic emergency braking, adaptive cruise control, or vehicle stability control. This integration can enable coordinated responses to complex scenarios, such as simultaneously deploying the safety skirt and applying vehicle brakes when a potential hazard is detected in the boarding zone. The architecture may also incorporate redundancy or fault-tolerance features such as dual -channel processing paths, watchdog timers, or sensor fusion algorithms that maintain operational capability even when individual components experience degraded performance or complete failure. The electronic control and data management architecture 600 thus provides a comprehensive framework for the intelligent operation of the deployable safety-skirt system, combining real-time environmental sensing, context-aware decision logic, and data management capabilities to improve passenger safety during critical boarding and deboarding operations while maintaining detailed operational records for analytical, regulatory, or maintenance purposes.

[0156] Referring now to Fig. 7, a flowchart illustrating an exemplary method 700 for operating a vehicle safety system is shown in accordance with aspects of the present disclosure. The method 700 may be implemented by the control and data management architecture 600 described previously in connection with Fig. 6, particularly by the skirt-activation module 602. The method 700 provides a systematic approach for deploying, maintaining, and retracting the safety-skirt assembly described in connection with Figs. 1A through 6, thereby enhancing passenger safety during ingress and egress operations.

[0157] In some aspects, the method 700 represents a sequence of operations executed by a processor in communication with memory storing computer-readable instructions. The processor may be integrated within the vehicle’s electronic control unit (ECU), a dedicated microcontroller, or a distributed processing system spanning multiple nodes within the vehicle’s communication network. Alternative implementations may realize portions of method 700 through hardwiredlogic, programmable gate arrays, or application-specific integrated circuits that offer deterministic response characteristics suitable for safety-critical applications.

[0158] The method 700 begins at block 702 with detecting a trigger event associated with passenger transfer operations. A trigger event may constitute a predefined condition or set of conditions that indicate a potential risk scenario where the protective barrier functionality of the safety skirt assembly is beneficial. The trigger event detection at block 702 may involve the acquisition and evaluation of signals from various sensors, control systems, or manual inputs provided by the vehicle operator. In some implementations, the trigger event detection at block 702 includes monitoring signals from a door control mechanism that manages the passenger doors of the vehicle. When the door control mechanism initiates a door-opening sequence — for example, in response to the driver activating a door-open switch or a preprogrammed stop sequence — this activation signal can serve as a trigger event for deploying the safety-skirt assembly. The door position may be monitored through rotary encoders, limit switches, or proximity sensors that provide real-time feedback regarding the door’s operational state.

[0159] In other implementations, the trigger event detection at block 702 may incorporate geolocation-based triggers derived from global navigation satellite system (GNSS) receivers or inertial navigation systems. The system may maintain a database of predefined geofences corresponding to designated passenger loading zones, school bus stops, or transit stations. When the vehicle’s current position falls within one of the geofenced areas, the system recognizes this spatial correlation as a trigger event warranting the deployment of the safety-skirt assembly. The geofence detection may incorporate additional parameters such as heading, velocity vector, or time-of-day constraints to increase the specificity of trigger conditions.

[0160] In further implementations, the trigger event detection at block 702 may utilize sensor data from environmental monitoring systems positioned around the vehicle perimeter. The sensor systems — which may include radar arrays, lidar scanners, ultrasonic transducers, or optical cameras — may monitor the space beneath the vehicle and adjacent areas where passengers may be present. When the sensors detect an object, animal, or individual within a predefined proximity zone, the system can interpret this detection as a trigger event requiring immediate protective action through the deployment of the safety skirt assembly. Additionally, the trigger event detection at block 702 may respond to manual activation by the vehicle operator through dedicatedcontrol switches, touch-screen interfaces, or voice commands. This manual activation pathway provides operational flexibility by allowing the driver to deploy the safety-skirt assembly based on direct observation of environmental conditions or specific operational requirements that may not be automatically detectable by the sensor systems.

[0161] Upon detection of a valid trigger event at block 702, the method 700 proceeds to block 704, where the system activates an actuator to drive the skirt assembly from a retracted position to an extended position beneath the vehicle. The actuator activation at block 704 may involve generating appropriate control signals for hydraulic valves, pneumatic solenoids, or electrical motor drivers, depending on the specific actuator technology implemented in the vehicle safety system. For hydraulic or pneumatic implementations, the actuator activation at block 704 may include pressurizing specific fluid chambers within the actuator to generate the force required for extending the safety-skirt assembly. This pressurization may follow a predetermined pressure profile or flow-rate curve that ensures smooth deployment motion while preventing excessive dynamic loads on the mechanical components. Pressure sensors or flow monitors may provide feedback during this process, enabling closed-loop control of the deployment trajectory and velocity.

[0162] In electrically driven implementations, the actuator activation at block 704 may involve applying pulse-width modulated (PWM) signals or variable DC voltages to electric motors or linear actuators that drive the safety-skirt assembly. Current sensing and position feedback from encoders or potentiometers may be employed to regulate the deployment speed and to detect potential obstructions in the deployment path. The electrical drive parameters may be dynamically adjusted based on battery voltage, ambient temperature, or other environmental factors to maintain consistent deployment characteristics across diverse operating conditions. In implementations utilizing the mechanical interface 500 described in connection with Fig. 5, the actuator activation at block 704 may be synchronized with or directly driven by the door control mechanism. In such configurations, the mechanical coupling between the door actuator and the safety-skirt assembly ensures that skirt deployment occurs simultaneously with door opening without requiring separate electronic control signals or additional actuator systems.

[0163] The actuator activation at block 704 causes the safety-skirt assembly to move from its stowed orientation — typically positioned parallel to the vehicle body — to an extended orientationwhere it forms a protective barrier between the underside of the vehicle and the ground surface. This movement involves the rotation of the skirt panel around the hinge assemblies described previously, with the actuator providing the necessary force to overcome gravitational and frictional resistance during the deployment sequence. Following the successful deployment of the safety skirt assembly, method 700 continues to block 706, where the system maintains the skirt assembly in an extended position throughout the duration of the passenger transfer operation. The maintenance phase at block 706 ensures that the protective barrier remains in place for as long as passenger ingress or egress activities are ongoing, thereby providing continuous protection against under-chassis access during such critical periods.

[0164] The maintenance function at block 706 may involve holding hydraulic or pneumatic pressure at a predetermined level, maintaining electrical current to electromechanical locking mechanisms, or engaging mechanical detents or latches that secure the safety-skirt assembly in its deployed position. This holding action prevents unintended retraction due to external forces such as wind pressure, road vibration, or incidental contact with objects near the deployment zone. In some implementations, the maintenance function at block 706 may incorporate active monitoring of the skirt position through limit switches, rotary encoders, or other position-sensing technologies. This continuous monitoring enables the system to detect any deviation from the fully deployed state and to take corrective action if such deviations occur. For example, if a partial retraction is detected due to pressure loss in a hydraulic system, the maintenance function can reapply pressure or activate backup retention mechanisms to restore the skirt to its proper protective position. The maintenance phase at block 706 may also include periodic verification of sensor inputs to confirm that the deployment remains necessary and appropriate. For instance, the system may continue monitoring door position sensors to verify that passenger transfers are still in progress, or it may periodically evaluate proximity sensors to confirm the presence of individuals in the protected zone. This ongoing assessment helps ensure that the safety-skirt assembly remains deployed only as long as required for passenger protection, optimizing system efficiency and component longevity.

[0165] While maintaining the extended position at block 706, the method 700 simultaneously enters a monitoring phase at block 708, where the system continuously evaluates conditions that would indicate the need for retraction of the safety-skirt assembly. The monitoring phase at block 708 ensures that the protective barrier is retracted in a timely manner once passenger transferoperations are complete, allowing the vehicle to resume normal transit operations without the extended safety skirt impeding movement or ground clearance. The monitoring function at block 708 may evaluate various retraction signals, including but not limited to confirmation that all passenger doors have returned to a fully closed position, detection that the vehicle speed has exceeded a predetermined threshold indicating the commencement of transit operations, verification from proximity sensors that no individuals or objects remain in the immediate vicinity of the vehicle, or reception of a manual retraction command from the vehicle operator. Additional retraction criteria may include timeout parameters that initiate retraction after a maximum deployment duration or vehicle-state signals such as transmission engagement or parking brake release that indicate imminent vehicle movement. The evaluation logic within the monitoring function at block 708 may implement priority hierarchies or conditional dependencies that ensure safety-critical considerations take precedence over operational convenience. For example, the system might need confirmation of door closure and the absence of nearby pedestrians before accepting a speed-based retraction signal, thereby preventing premature retraction in scenarios where passengers might still be in proximity to the vehicle despite initial vehicle movement.

[0166] Upon detection of a valid retraction signal at block 708, the method 700 proceeds to block 710, where the system activates the actuator to return the skirt assembly from the extended position to the retracted position. The retraction process at block 710 reverses the deployment sequence executed at block 704, applying appropriate control signals to the actuator to generate motion in the opposite direction and return the safety-skirt assembly to its stowed orientation. In some aspects, the absence of an activation signal may be interpreted as a valid retraction signal.

[0167] For hydraulic implementations, the actuator control at block 710 may involve redirecting fluid flow to pressurize the retraction chamber while relieving pressure from the extension chamber, thereby creating a force differential that drives the piston rod and connected safety-skirt assembly back toward the retracted position. Flow-control valves or orifices may be employed to regulate the retraction speed, preventing excessive acceleration or impact forces when the skirt reaches its fully stowed position. In pneumatic systems, the retraction control at block 710 may utilize similar pressure-management techniques, potentially with the addition of exhaustflow regulation to provide cushioned deceleration as the safety skirt approaches the fully retracted state. Electromechanical implementations may employ ramped voltage profiles or current limitingto achieve similar controlled retraction characteristics, with encoders or limit switches providing position feedback throughout the retraction trajectory.

[0168] The retraction sequence at block 710 may incorporate additional safety features, such as obstacle detection during the retraction path. If sensors detect an object in the way of the retracting skirt, the system can temporarily halt or reverse the retraction motion until the obstruction is cleared, thereby preventing potential damage to the safety skirt assembly or the obstructing object. This adaptive behavior enhances the robustness of the system in real-world operational environments where unexpected obstacles may be encountered during the retraction phase. Upon successful completion of the retraction process at block 710, the safety-skirt assembly returns to its stowed position, typically aligned parallel to the vehicle body and secured against unintended deployment during normal vehicle operation. At this point, the method 700 returns to block 702, where the system resumes monitoring for subsequent trigger events, completing the operational cycle of the vehicle safety system.

[0169] Note that Fig. 7 is just one example of a method, and other methods, including fewer, additional, or alternative operations, are possible consistent with this disclosure.

[0170] Referring now to Fig. 8, an exemplary processing system 800 configured to implement the vehicle safety system is illustrated in accordance with aspects of the present disclosure. The processing system 800 provides the computational resources necessary for executing the control logic described in connection with Figs. 6 and 7 while interfacing with the mechanical and electromechanical components detailed in Figs. 1A-5. The processing system 800 may be embodied as a dedicated electronic control unit (ECU) installed within the vehicle, a partitioned section of a consolidated vehicle gateway, or as a virtual machine instance operating on cloud- connected infrastructure that communicates with onboard vehicle systems.

[0171] The processing system 800 comprises several interconnected components, including one or more processors 802, input / output devices 804, display devices 806, network interfaces 808, bus 810, computer-readable medium 812, and sensor 828. Such components cooperatively enable control algorithms and data management functions that provide reliable and effective operation of the deployable safety-skirt assembly described in previous figures.

[0172] In some aspects, the processors 802 serve as the computational core of the processing system 800, executing firmware and software instructions that manage the operation of the safety-skirt assembly in response to various trigger events and environmental conditions. Processor 802 may be implemented using a range of computational architectures depending on the specific requirements of the vehicle platform and operational context. Such implementations may include single-core microcontrollers optimized for embedded applications, multi-core system-on-chip (SoC) designs that distribute processing tasks across specialized execution units, or heterogeneous computing arrangements that combine central processing units (CPUs), graphics processing units (GPUs), and field-programmable gate arrays (FPGAs) to balance computational efficiency, power consumption, and real-time performance. The selection of processor architecture may be influenced by several factors, including computational demands of the control algorithms, power budget constraints imposed by the vehicle electrical system, and functional safety requirements that may necessitate redundancy or fail-operational capabilities. For applications requiring certification under automotive safety standards such as ISO 26262, the processors 802 may incorporate hardware security modules, redundant execution pathways, or specialized instruction sets that facilitate formal verification of safety-critical code segments.

[0173] The processors 802 execute instructions stored in the computer-readable medium 812, processing sensor inputs, evaluating decision criteria, and generating control signals for the safetyskirt actuators based on the operational states defined in Fig. 7. The processors 802 may implement deterministic scheduling models that ensure consistent response times for safety-critical operations, regardless of background task loading or environmental conditions. In some implementations, the processor 802 may incorporate watchdog timers, exception handlers, or selfdiagnostic routines that detect and mitigate potential failure modes, thereby enhancing the overall reliability of the safety-skirt control system.

[0174] The input / output devices 804 establish the physical interface between the processing system 800 and the various control elements, sensors, and actuators that comprise the deployable safety-skirt assembly. The devices may include digital input / output lines for monitoring limit switches (as illustrated in Figs. 4B-4C) or reading driver control buttons (such as elements 412 and 414 previously described), analog-to-digital converters for sampling sensor values or monitoring actuator currents, and pulse-width modulation (PWM) drivers for controlling electromechanical actuators or proportional hydraulic valves that position the safety-skirt assembly. The input / output devices 804 may incorporate signal conditioning circuits that filter noise, provide electrical isolation, or adapt voltage levels to protect the processing system 800from the harsh electromagnetic environment typically encountered in-vehicle applications. Surge protection elements, optocouplers, or galvanic isolators may be employed to shield sensitive digital circuitry from inductive spikes, ground potential differences, or transient voltage events that can occur during normal vehicle operation or fault conditions. In some implementations, the input / output devices 804 may include power management circuits that regulate and monitor supply voltages, enabling graceful system behavior during power fluctuations, load-shedding events, or vehicle startup / shutdown sequences.

[0175] The display devices 806 provide visual feedback to the vehicle operator regarding the status of the safety-skirt system, aiding in operational awareness and troubleshooting. These display devices may be implemented using various technologies, including segmented lightemitting diode (LED) arrays, liquid crystal displays (LCDs), thin-film transistor (TFT) panels, or organic LED (OLED) screens, depending on the specific requirements for visibility, power consumption, and environmental durability. In some implementations, the display devices 806 may be integrated with existing vehicle dashboard systems, utilizing available display real estate within the operator’s field of view to minimize distraction during vehicle operation. The display device 806 may present different categories of information, including operational status indicators that show whether the safety skirt is deployed, retracted, or in transition; system health monitors that alert the operator to diagnostic issues or maintenance requirements; and configuration displays that visualize current settings for automatic deployment triggers or sensitivity thresholds. These visual elements may follow standardized human-machine interface (HMI) guidelines that ensure intuitive recognition of system states across different lighting conditions, operator demographics, or vehicle platforms. Some implementations may incorporate contextual help screens, diagnostic reports, or interactive calibration interfaces that assist maintenance personnel during service operations or configuration updates.

[0176] The network interfaces 808 enable the processing system 800 to communicate with other vehicle subsystems, fleet management infrastructure, or maintenance facilities, facilitating integrated operation, remote monitoring, and system updates. These interfaces may implement various automotive communication standards, including Controller Area Network (CAN) protocols such as J1939 or CANopen, automotive Ethernet specifications like IEEE 802.3bw or BroadR-Reach, or cellular technologies including 4G LTE or 5G networks for telematics applications. The specific interface standards selected may depend on factors such as bandwidthrequirements, latency constraints, electromagnetic compatibility considerations, and compatibility with existing vehicle architecture. In some implementations, the network interface 808 may incorporate multiple communication channels that serve different functional roles. For example, a high-speed CAN interface might manage real-time interactions with vehicle control systems, while a separate Ethernet connection handles diagnostic access, configuration updates, or bulk data transfers. For telematics applications, the network interfaces 808 may include cellular modems, satellite transceivers, or dedicated short-range communication (DSRC) modules that establish secure connections with remote infrastructure, enabling fleet-wide monitoring, over-the-air updates, or regulatory compliance reporting.

[0177] The bus 810 provides the internal communication fabric that interconnects the various components of the processing system 800, enabling cohesive operation across different functional domains. The bus 810 may be implemented using various topologies, including shared parallel buses, point-to-point serial links, or switched fabrics, depending on bandwidth requirements, reliability considerations, and architectural constraints. In some implementations, the bus 810 may incorporate multiple communication layers optimized for different data types or performance characteristics, such as a low-latency control path for time-critical signals and a high-bandwidth data path for bulk transfers or diagnostic access. The bus architecture may implement arbitration mechanisms that allocate communication resources based on message priority, ensuring that safety-critical traffic receives preferential treatment during periods of contention. Error detection and correction capabilities may be incorporated to identify and mitigate transmission errors caused by electromagnetic interference, component degradation, or other environmental factors. Some implementations may include redundant bus paths, failover mechanisms, or isolation barriers that maintain communication channels even when portions of the system experience faults or failures.

[0178] The computer-readable medium 812 serves as the storage repository for executable instructions, configuration parameters, and operational data that collectively define the behavior of the safety-skirt system. This computer-readable medium 812 may incorporate various memory technologies, including non-volatile flash memory for storing firmware and configuration settings, magnetoresistive random-access memory (MRAM) for combining non-volatility with high-speed access, or conventional volatile memory such as static RAM (SRAM) or dynamic RAM (DRAM) for accommodating runtime variables, buffer queues, and temporary data structures. The allocationof specific data types to different memory technologies may reflect considerations of access speed, power consumption, retention requirements, and wear characteristics.

[0179] The computer-readable medium 812 stores a suite of software or firmware components that implement the control logic, data management, and communication functions of the safetyskirt system. These components include an actuating component 814, an engagement component 816, an indicator component 818, a GPS component 820, an operation-data module 822, a routedata module 824, and a signal component 826. The modular organization of these software elements facilitates targeted updates, independent verification, or selective replacement to accommodate evolving requirements or vehicle-specific adaptations.

[0180] The actuating component 814 generates the specific control signals required to drive the safety-skirt actuators described in connection with Figs. 2A-3. Depending on the actuator technology implemented, these control signals may take various forms, including pulse-width modulated (PWM) duty cycles for electrical servomotors, current-controlled outputs for hydraulic valve solenoids, or digital position commands for smart actuators with integrated control electronics. The actuating component 814 may implement motion profiles, acceleration curves, or force-limiting algorithms that ensure smooth deployment and retraction operations while preventing excessive mechanical stresses or impact forces that could damage system components or nearby objects.

[0181] The engagement component 816 represents the decision-making core of the processing system 800, evaluating various trigger events and determining when to initiate deployment or retraction sequences for the safety-skirt assembly. The engagement component 816 may implement the logical framework described in connection with method 700 in Fig. 7, processing inputs from door sensors, proximity detectors, geographic positioning systems, or operator controls to identify situations where the deployment of the protective barrier is warranted. The engagement component 816 may incorporate weighted decision models, fuzzy logic controllers, or state machines that translate complex combinations of input conditions into clear actuation commands while filtering out transient signals or false triggers.

[0182] The indicator component 818 may manage the visual and auditory feedback provided to the vehicle operator and maintenance personnel, controlling dashboard lamps, information displays, or annunciator systems that communicate the operational status of the safety-skirt system.The indicator component 818 may transform internal system states into human-interpretable signals that enhance situational awareness and operational confidence. The indicator component 818 may implement various presentation modes tailored to different operational contexts, such as simplified indicators for normal driving, detailed diagnostics for maintenance operations, or enhanced warnings for anomalous conditions that need operator attention.

[0183] The GPS component 820 processes geolocation data from satellite navigation systems, providing position, velocity, and timing information that enables location-based deployment triggers or geofencing functionality. The GPS component 820 may interface with global navigation satellite system (GNSS) receivers that track the vehicle’s position relative to predefined geographic zones associated with passenger loading activities. The GPS component 820 may implement filtering algorithms, predictive models, or sensor fusion techniques that enhance the accuracy and reliability of position data under challenging reception conditions, such as urban canyons, dense foliage, or adverse weather.

[0184] The operation-data module 822 maintains a comprehensive log of system events, recording deployment cycles, trigger conditions, sensor readings, and operational parameters in a structured database that facilitates performance analysis, maintenance planning, or compliance verification. The operation-data module 822 may implement time-series storage techniques, compression algorithms, or selective sampling approaches that balance data completeness with storage efficiency. The operation-data module 822 may include analytics functions that derive operational insights from raw data, such as component wear projections, deployment frequency statistics, or anomaly detection algorithms that identify emerging maintenance needs or potential system issues before they impact operational reliability.

[0185] The route-data module 824 stores geographic information, operational schedules, or route profiles that customize the behavior of the safety-skirt system based on specific operational contexts or service patterns. The route-data module 824 may maintain databases of designated stop locations, school zones, or passenger loading areas that warrant specialized deployment parameters or enhanced safety measures. The route-data module 824 may implement spatial indexing techniques, temporal analysis functions, or pattern recognition algorithms that adapt system behavior to recurring operational scenarios, optimizing the balance between protection effectiveness and operational efficiency.

[0186] The signal component 826 serves as an abstraction layer between raw sensor inputs and higher-level control logic, converting diverse physical signals — such as voltage levels, pulse counts, or serial data streams — into standardized data structures that can be processed by the engagement and actuating components. This abstraction facilitates portability across different sensor technologies, vehicle platforms, or hardware configurations by isolating implementationspecific details from core control algorithms. The signal component 826 may incorporate calibration functions, scaling operations, or filtering algorithms that enhance the accuracy and reliability of sensor data before it influences safety-critical decisions.

[0187] The sensor 828 represents one or more environmental monitoring devices that detect objects, individuals, or conditions in the vicinity of the vehicle, particularly in the undercarriage zone protected by the deployable safety-skirt assembly. The sensor 828 may employ various detection technologies, including radar systems that use radio-frequency reflections to identify objects, lidar scanners that build three-dimensional point clouds using laser time-of-flight measurements, ultrasonic transducers that detect reflections of high-frequency sound waves, or optical cameras combined with machine vision algorithms for object recognition and tracking. The selection of specific sensor technologies may depend on range requirements, resolution needs, environmental robustness considerations, or cost constraints relevant to the particular vehicle implementation.

[0188] In some aspects, the sensor 828 may incorporate multiple detection modalities working in concert to enhance reliability through complementary capabilities. For example, radar sensors might provide robust detection in adverse weather conditions where optical systems struggle, while camera-based vision systems offer superior classification capabilities for distinguishing between different types of objects. Sensor fusion algorithms may combine data from diverse sources to create a more complete and accurate representation of the vehicle’s surroundings than any single sensor could provide independently.

[0189] The processing system 800 provides a comprehensive computational framework for managing the operation of the deployable safety-skirt assembly, processing sensor inputs, executing control algorithms, and maintaining operational records. The modular architecture of both hardware components and software modules facilitates adaptation to diverse vehicle platforms, operational requirements, or regulatory frameworks while maintaining the coreprotective function of the safety-skirt system. By integrating sophisticated decision logic with robust communication capabilities and detailed data management, the processing system 800 enables reliable, context-aware operation of the safety barrier, enhancing passenger protection during critical boarding and alighting operations.

[0190] The preceding description is provided to enable any person skilled in the art to practice the various embodiments described herein. The examples discussed herein are not limited to the scope, applicability, or embodiments set forth in the claims. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments. For example, changes may be made in the function and arrangement of elements discussed without departing from the scope of the disclosure. Various examples may omit, substitute, or add various procedures or components as appropriate. For instance, the methods described may be performed in an order different from those described, and various steps may be added, omitted, or combined. Also, features described with respect to some examples may be combined in some other examples. For example, an apparatus may be implemented, or a method may be practiced using any number of the aspects set forth herein. In addition, the scope of the disclosure is intended to cover such an apparatus or method that is practiced using other structure, functionality, or structure and functionality in addition to, or other than, the various aspects of the disclosure set forth herein. It should be understood that any aspect of the disclosure disclosed herein may be embodied by one or more elements of a claim.

[0191] As used herein, a phrase referring to “at least one of’ a list of items refers to any combination of those items, including single members. As an example, “at least one of: a, b, or c” is intended to cover a, b, c, a-b, a-c, b-c, and a-b-c, as well as any combination with multiples of the same element (e.g., a-a, a-a-a, a-a-b, a-a-c, a-b-b, a c c, b-b, b-b-b, b-b-c, c-c, and c-c-c or any other ordering of a, b, and c).

[0192] As used herein, the term “determining” encompasses a wide variety of actions. For example, “determining” may include calculating, computing, processing, deriving, investigating, looking up (e.g., looking up in a table, a database or another data structure), ascertaining and the like. Also, “determining” may include receiving (e.g., receiving information), accessing (e.g., accessing data in a memory) and the like. Also, “determining” may include resolving, selecting, choosing, establishing and the like.

[0193] The methods disclosed herein comprise one or more steps or actions for achieving the methods. The method steps and / or actions may be interchanged with one another without departing from the scope of the claims. In other words, unless a specific order of steps or actions is specified, the order and / or use of specific steps and / or actions may be modified without departing from the scope of the claims. Further, the various operations of methods described above may be performed by any suitable means capable of performing the corresponding functions. The means may include various hardware and / or software component(s) and / or module(s), including, but not limited to a circuit, an application specific integrated circuit (ASIC), or processor. Generally, where there are operations illustrated in figures, those operations may have corresponding counterpart means-plus- function components with similar numbering.

[0194] The following claims are not intended to be limited to the embodiments shown herein, but are to be accorded the full scope consistent with the language of the claims. Within a claim, reference to an element in the singular is not intended to mean “one and only one” unless specifically so stated, but rather “one or more.” Unless specifically stated otherwise, the term “some” refers to one or more. No claim element is to be construed under the provisions of 35 U.S.C. §112(f) unless the element is expressly recited using the phrase “means for” or, in the case of a method claim, the element is recited using the phrase “step for.” All structural and functional equivalents to the elements of the various aspects described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims.

Claims

CLAIMSWhat Is Claimed Is:

1. A vehicle safety system, comprising: a skirt assembly configured to extend and retract underneath a vehicle; and an actuator mechanically coupled to the skirt assembly, wherein the actuator is operable to extend and retract the skirt assembly.

2. The vehicle safety system of claim 1, further comprising: a door control mechanism for opening and closing one or more doors of the vehicle, wherein the door control mechanism is coupled to the skirt assembly; wherein, in response to activation of the door control mechanism to open one or more doors of the vehicle, the skirt assembly extends underneath the vehicle; and wherein, in response to the activation of the door control mechanism to close one or more doors of the vehicle, the skirt assembly retracts underneath the vehicle.

3. The vehicle safety system of claim 2, further comprising a mechanical interface establishing a direct mechanical coupling between the door control mechanism and the skirt assembly, wherein the mechanical interface comprises a gearbox assembly configured to convert rotational motion from a door actuator to actuate the skirt assembly independent of electronic control signals.

4. The vehicle safety system of claim 1, further comprising a sensor system configured to detect a presence of at least one of an object, animal, or individual in close proximity to an underside of the vehicle.

5. The vehicle safety system of claim 4, further comprising a processor in communication with the sensor system, wherein the processor is programmed to receive input from the sensor system and control an operation of the actuator based on the detected presence of objects or individuals.

6. The vehicle safety system of claim 5, wherein the processor is further programmed to execute a multi-stage deployment sequence comprising:a first stage, wherein the skirt assembly is partially deployed below a predetermined speed threshold prior to the vehicle coming to a complete stop; and a second stage, wherein the skirt assembly is fully deployed when the vehicle reaches a complete stop.

7. The vehicle safety system of claim 1, wherein the skirt assembly comprises a rigid panel hingedly mounted to a frame of the vehicle, the rigid panel configured to rotate between a retracted position substantially parallel to a body of the vehicle and a deployed position extending outwardly and downwardly from the vehicle.

8. The vehicle safety system of claim 7, wherein the skirt assembly further comprises a plurality of hinge assemblies coupling the rigid panel to a frame of the vehicle, each hinge assembly comprising a greaseable hinge having at least one lubrication point for injecting grease into a hinge mechanism.

9. The vehicle safety system of claim 1, wherein the actuator comprises at least one of a hydraulic actuator, a pneumatic actuator, or an electromechanical actuator.

10. The vehicle safety system of claim 9, wherein the actuator comprises an upper mount attached to the vehicle via an adjustable mounting bracket having a plurality of mounting positions, wherein the adjustable mounting bracket having the plurality of mounting positions configures at least one of deployment torque, angular stroke, or deployment speed of the skirt assembly.

11. The vehicle safety system of claim 1, further comprising a plurality of indicator lamps positioned on an operator-accessible panel, the plurality of indicator lamps configured to provide visual confirmation of at least one of: system arming status, automatic trigger readiness, skirt assembly deployed position, or skirt assembly retracted position.

12. A method of operating a vehicle safety system, the method comprising: detecting a triggering event associated with passenger ingress or egress from a vehicle; activating an actuator in response to the triggering event, wherein the actuator is mechanically coupled to a skirt assembly positioned underneath the vehicle; andextending the skirt assembly from a retracted position to a deployed position via the actuator, wherein the deployed position creates a protective barrier between an underside of the vehicle and a ground surface.

13. The method of claim 12, further comprising: detecting completion of the passenger ingress or egress; deactivating the actuator; and retracting the skirt assembly from the deployed position to the retracted position via the actuator, wherein retracing the skirt assembly occurs according to a variable-speed profile that differs from an extension speed profile.

14. The method of claim 12, wherein detecting the triggering event comprises at least one of: receiving a signal from a door control mechanism indicating initiation of a door opening sequence; detecting vehicle deceleration below a predetermined speed threshold while approaching a designated stop location; receiving a command from a driver-operated control switch; or detecting, via a sensor system, presence of an object within a predetermined proximity zone adjacent to the vehicle.

15. The method of claim 14, wherein detecting the triggering event further comprises determining that a plurality of preconditions have been satisfied, the plurality of preconditions comprising: vehicle speed below a predetermined threshold; vehicle located within a geofenced area designated for passenger transfers; and absence of obstructions in a deployment path of the skirt assembly.

16. The method of claim 15, further comprising: monitoring, during extension and retraction of the skirt assembly, for presence of an obstruction in a path of the skirt assembly; detecting an obstruction during movement of the skirt assembly; andexecuting an obstruction-response protocol comprising at least one of: halting movement of the skirt assembly, reversing movement of the skirt assembly, or generating an alert signal.

17. The method of claim 12, further comprising executing a staged deployment sequence comprising: extending the skirt assembly to a first intermediate position in response to detection of vehicle deceleration below a first speed threshold; maintaining the skirt assembly at the first intermediate position until detection of vehicle deceleration below a second speed threshold; and extending the skirt assembly from the first intermediate position to the deployed position in response to detection of vehicle deceleration below the second speed threshold.

18. The method of claim 12, further comprising: logging deployment and retraction events in a non-volatile memory; wirelessly transmitting the logged events to a fleet management system; and analyzing the logged events to identify patterns of deployment frequency, duration, and operational anomalies across a plurality of vehicles.

19. A vehicle safety system, comprising: a controller configured to detect a triggering event associated with passenger transfer operations of a vehicle; a deployable safety barrier assembly positioned along an underside portion of the vehicle, the deployable safety barrier assembly comprising: at least one barrier panel configured to move between a retracted position and a deployed position; and at least one hinge assembly coupling the at least one barrier panel to the vehicle; and an actuation system in communication with the controller and mechanically coupled to the deployable safety barrier assembly, the actuation system configured to move the deployable safety barrier assembly from the retracted position to the deployed position in response to the triggering event, wherein the deployed position establishes a protectivezone that prevents access to an undercarriage area of the vehicle during the passenger transfer operations.

20. The vehicle safety system of claim 19, wherein the controller comprises: a sensor interface configured to receive signals from a plurality of vehicle sensors; a processor coupled to the sensor interface, wherein the processor is programmed to execute deployment logic that evaluates the signals from the plurality of vehicle sensors against predetermined deployment criteria; and a communication interface that transmits deployment commands to the actuation system based on output from the deployment logic, wherein the plurality of vehicle sensors simultaneously monitor multiple vehicle operational parameters comprising vehicle speed, door position, geographic location, and proximity of objects to the vehicle, and wherein the deployment logic evaluates combinations of the multiple vehicle operational parameters to deploy or retract the deployable safety barrier assembly.

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