FIELD OF INVENTION The invention relates to improved safety of vehicles.

More particularly, the invention relates to protecting occupants in a vehicle during a collision.

BACKGROUND OF INVENTION During a vehicle collision, the occupants of the vehicle often suffer injuries from the impact force. Various vehicle structures and frames have been designed to absorb the impact energy, in order to protect the vehicle occupants from injuries. For example, a plastically deformable zone may be formed at the front of the vehicle frame to absorb the impact energy upon collision. Other forms of impact energy absorbing systems include inflatable air bags that are deployed upon impact, foam padding, or aluminum honeycomb structures, or break-away engine mounts which fracture in the event of a collision and permit the engine to separate from the vehicle body.

However, a substantial portion of the impact force is transmitted to the body of the vehicle, which includes a passenger compartment. This force subjects the occupant to substantial acceleration (or deceleration), causing the occupant to move forward (or backward) relative to the

vehicle body. The sharp increase in acceleration (or deceleration) can result in serious and possibly fatal injuries.

As evidenced from the foregoing discussion, it is desirable to provide a vehicle which can reduce the impact force imparted to the vehicle occupants during a collision, hence protecting the occupants from severe injuries.

SUMMARY OF THE INVENTION The invention relates to reducing injuries to occupants of a vehicle in the event of a collision. In accordance with one embodiment of the invention, the vehicle moves forward after being hit from the rear portion to reduce the impact force on the occupant. In one embodiment, the vehicle's braking system is disengaged upon a rear collision. This allows the vehicle to move forward as a result of the impact force. Alternatively, a drive controller is activated to cause the vehicle to move forward upon a rear collision. In accordance with another embodiment of the invention, the vehicle braking system is engaged when a collision from the front portion of the vehicle occurs.

BRIEF $CRIPTIO HE DRS $ Fig. 1 shows a simplified view of a vehicle in accordance with one embodiment of the invention ; and

Fig. 2 shows a portion of a braking system in accordance with one embodiment of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS The invention relates generally to reducing injuries to occupants of vehicles during, for example, a collision. In one embodiment of the invention, the injuries to vehicle occupants can be reduced by designing a vehicle with safety features that absorb the impact force from a collision, thereby reducing the transfer of the deceleration forces to the occupants. Preferably, the vehicle is designed to absorb as much of the impact force as possible. In one embodiment, the braking system is designed to enable the vehicle to absorb some of the impact force due to a collision from the rear.

Fig. 1 shows a simplified view of a vehicle 3101 in accordance with one embodiment of the invention. The vehicle comprises aft and fore ends 3020 and 3022. As shown, the vehicle comprises a chassis extending in the fore and aft directions. The chassis serves as the main frame of the vehicle and includes, for example, the wheels and suspension.

The chassis serves to support a body 3120 of the vehicle and an engine. The engine can be mounted to the vehicle in the aft, fore, or mid section of the chassis. A drive train couples the engine to at least one set of wheels. For

example, for a rear wheel drive type of vehicle, the drive train couples the engine to the rear wheels. Alternatively, a front wheel or all wheel drive type vehicle is also useful.

The body of the vehicle includes a passenger compartment 3160. In one embodiment, the vehicle is provided with aft and/or fore compartments 3170 and 3180. One of the compartments provides access to the engine while the other compartment serves as a storage compartment. For example, for a front engine mounted vehicle, the fore compartment provides access to the engine while the aft compartment serves as a storage compartment. Providing a vehicle with either the aft or fore compartment is also useful. Other vehicle configurations are also useful.

The passenger compartment includes at least one seat for the driver. As shown, the passenger compartment is provided with two seats. Providing a passenger compartment with two or more seats is also useful. Doors can be provided to provide access to the passenger compartment. Various types of passenger compartments can be used, depending on the type of vehicle. For example, the passenger compartment can be designed for a sports car, a sedan, a convertible, a passenger van, or a sports utility vehicle. Other types of vehicles, such as trucks, passenger transport vehicles including trains or buses, are also useful. In another

embodiment, non-land vehicles such as boats or ships as well as non-motorized vehicles are also useful.

In accordance with one embodiment of the invention, at least one of the seats of the vehicle is designed to be motile upon occurrence of a collision. Preferably, at least some of the seats of the vehicle are designed to be motile upon occurrence of a collision. More preferably, all the seats of the vehicle are designed to be motile upon occurrence of a collision. In one embodiment, the motility of the seat is in a direction parallel to a line between the aft and fore of the vehicle. Preferably, the motility of the seat is in directions parallel and perpendicular to a line between the aft and fore of the vehicle. More preferably, the seat comprises an omni-directionally motile seat.

During a collision, the seat moves in response to the impact force. Preferably, the seat absorbs some of the impact force by moving away from the point of impact. For example, if a vehicle were hit from behind, the force from the collision would cause the seat to move forward toward the front of the vehicle. Likewise, if the vehicle were hit from the front, the seats move toward the rear of the vehicle.

The seat serves to support the body of the occupant during the impact and reduce the acceleration (or deceleration) that the occupant is subjected to. This reduces or avoids injuries to the seat's occupant. Motile seats are described

in, for example, concurrently filed US Patent Application titled"Pan-Vehicular Safety System" (attorney docket number AGAR P 2003/6), which is herein incorporated by reference for all purposes.

A braking system is provided for the vehicle. The braking system serves to control movement of the vehicle, such as slowing down or stopping. Typically, the braking system comprises, for each wheel, a brake unit 3144 on which brake pads are mounted. Hydraulic lines 3142 are coupled to the brake unit. Pressure change in the hydraulic lines causes the brake unit to press or release the pads against a braking surface of a rotor 3148. The rotor, for example, can be a disk type (3148a) rotor on which wheels are mounted.

Other types of rotor, such as drums (3148b), are also useful.

As illustrated, the rear wheels of the vehicle are fitted with drum type rotors and front wheels are fitted with disc type rotors. Other configurations, such as all disc type or all drum type rotors are also useful.

Typically, increase in hydraulic pressure causes the pads to press against the braking surface while decrease in hydraulic pressure causes the pads to be released against the braking surface. The amount of pressure exerted by the pads against the braking surface depends on the hydraulic pressure. The pads apply a maximum pressure against the

braking surface when maximum hydraulic pressure is created while no pressure is applied under normal hydraulic pressure.

In one embodiment, a primary actuator 3149 is provided to control the pressure in the hydraulic lines. The primary actuator is controlled (e. g. , activated or deactivated) by the vehicle's operator. The pressure in the hydraulic lines is normal when the actuator is deactivated. When activated, the pressure in the hydraulic line increases. The actuator comprises variable activation to control the amount of pressure increase (from a minimum to maximum pressure increase). Typically, the actuator comprises a brake pedal which is activated when depressed. Other types of brake actuators are also useful.

The amount of pressure generated in the hydraulic lines depends on the amount that the pedal is depressed. When the pedal is depressed fully, maximum hydraulic pressure is generated. The maximum pressure, for example, is several thousand pounds per square inch. Other values for maximum hydraulic pressure generated are also useful, depending on the design requirements of the vehicle. When the pedal is not depressed at all, the brake fluid in the brake lines are under normal hydraulic pressure. A master cylinder 3141 is coupled to the actuator, converting mechanical pressure from activating the actuator to hydraulic pressure. The braking system can comprise a power braking system, utilizing the

engine's energy to assist in generating hydraulic pressure.

Other types of braking systems are also useful.

Conventionally, a parking brake system 3130 is also provided. The parking brake system is activated with a parking brake actuator 3131, separate from the primary actuator. The parking bark actuator, for example, comprises a cable which can be pulled to a fixed position to hold the brake pads continuously in an engaged (activated) position.

Other types of parking brake actuators are also useful. When activated, the parking brake system typically engages the brake unit of the rear wheels. Other types of parking brake systems, such as engaging the front or both front and rear wheels are also useful.

In accordance with one embodiment of the invention, the vehicle's braking system is disengaged upon a collision from the rear of the vehicle, irrespective of whether the primary brake actuator is activated or not. Preferably, the vehicle's braking system is disengaged upon a collision from the rear of the vehicle which exceeds a threshold force. The threshold force, in one embodiment, is equal to the force generated by a collision at about 1-10 miles per hour (mph), and more preferably 3-6 mph. Other threshold force values (e. g., higher or lower) are also useful. Disengaging the braking system allows a vehicle after being hit from behind to move forward as a result of the impact force. The

movement of the vehicle forward reduces the impact force on an occupant, thus lowering the potential for injuries.

In one embodiment, at least one collision sensor 3190 is located on the rear bumper 3105 of the vehicle. The collision sensors sense contact to the bumper. Upon contact or contact force which exceeds the threshold force, the sensor causes a brake controller 3110 to disengage the braking system. The sensors, in one embodiment, comprise mechanical sensors. For example, the sensors comprise compression type sensors. Mechanical links can be coupled to the brake controller. On contact, the sensors retract or compress from the impact force, causing the mechanical link to activate a switch in the controller which then disengages the braking system. Other types of sensors, such as electromechanical or electrical sensors are also useful.

When contact is detected by the sensors, an electrical signal is generated to cause the controller to disengage the braking <BR> <BR> system. Preferably, the sensor is activated (e. g. , retract, retraction exceeds a defined amount, or signal generated) in the presence of threshold force. Other types of sensors, such as proximity sensors, or other configurations of disengaging the braking system are also useful.

In one embodiment, the braking system is temporarily disengaged to sufficiently reduce injuries to occupants of the vehicle. Preferably, the braking system is temporarily

disengaged to enable the vehicle to move forward for about 1 -300 feet, and more preferably about 3-10 feet. Other distances which the vehicle moves during the time that the braking system disengaged is also useful. For example, shorter or longer distances are also useful. The distance that is moved can be measured by either time approximation or wheel rotations. Other techniques for measuring the distance are also useful. In an alternative embodiment, the amount of movement which the vehicle moves can also be determined by the force of the impact. The greater the impact, the longer the distance which the vehicle moves. Reengaging the braking system causes the vehicle to stop.

In one embodiment, when the braking system is reengaged after being disengaged, the braking system operates as normal. This means that if the driver has activated the brake actuator, the brakes are engaged to bring the vehicle to a stop. In an alternative embodiment, the braking system, when engaged, is activated. The effect is that the brakes are engaged even if the primary brake actuator is not activated. A brake disengagement override switch can be provided to disable the brake controller, causing the braking system to operate under normal operating conditions. The switch can be activated at any time by the operator to disable the brake controller.

A drive controller can be provided. The drive controller, in one embodiment, is activated to cause the vehicle drive system to be in a neutral gear when the brake controller disengages the brake system. Placing the vehicle in neutral gear allows the vehicle to roll freely. The vehicle drive controller can be activated using sensors in the rear of the vehicle. Alternatively, the drive controller can be activated by the brake controller. Integrating the drive controller and brake controller as a single controller is also useful. The braking system is preferably disengaged when the drive controller is activated. For vehicle with automatic or manual transmissions, the drive controller can use electro-mechanical switches to cause the transmission to <BR> <BR> be in neutral (e. g. , move the transmission switch to neutral or depress the clutch). In the case of advanced electronically controlled transmissions, the controller can electrically set the transmission in neutral gear.

In an alternative embodiment, the drive controller is activated to cause the vehicle to move forward when a vehicle is collided with from the back. Preferably, the vehicle moves forward when a collision exceeding a threshold force occurs. The vehicle should move forward gradually so as not to cause the vehicle to move out of control. In one embodiment, the vehicle moves forward sufficiently to reduce the impact force on occupants of the vehicle. In one

embodiment, the vehicle moves forward for about 1-300 feet, and more preferably about 3-10 feet. Other distances which the vehicle moves during the time that the braking system disengaged is also useful. For example, shorter or longer distances are also useful. The distance that is moved can be measured by either time approximation or wheel rotations.

Other techniques for measuring the distance are also useful.

In an alternative embodiment, the amount of distance which the vehicle moves can also be determined by the force of the impact. The greater the impact, the longer the distance which the vehicle moves.

In accordance with another embodiment of the invention, the vehicle braking system is engaged when a collision with the front of the vehicle occurs. Preferably, the braking system is engaged when a collision with the front or a portion of the front sides of the vehicle occurs. More preferably, the braking system is engaged when a collision with the front or either of the sides of the vehicle occurs.

In one embodiment, at least one sensor 3190 is located on the front bumper 3106. Preferably, sensors are located on the front bumper, including the sides of the front bumper.

More preferably, sensors are located on the front bumper, including the sides of the front bumper and sides of the vehicle. Upon contact or contact force which exceeds the

threshold force, the sensor or sensors cause a brake controller 3110 to engage the braking system.

The sensors, in one embodiment, comprise mechanical sensors. For example, the sensors comprise compression type sensors. Mechanical links can be coupled to the brake controller. On contact, the sensors retract or compress from the impact force, causing the mechanical link to activate a switch in the controller which then engages the braking system. Alternatively or in leiu of, the controller can engage the parking brake system. Other types of sensors, such as electromechanical or electrical sensors are also useful. When a collision is detected by the sensors, an electrical signal is generated to cause the controller to engage the braking system. Preferably, the sensor is activated (e. g. , retract, retraction exceeds a defined amount, or signal generated) in the presence of threshold f force. Other types of sensors, such as proximity sensors, or other configurations of engaging the braking system are also useful.

In one embodiment, the braking system is engaged sufficiently to reduce impact force from a front-end collision. Preferably, the braking system is engaged until the vehicle comes to a stop. This can be achieved through the use of motion sensors, sensing when the vehicle comes to a stop. Other techniques, such as disengaging the braking

system when the sensors are not compressed, ceases to sense or indicate contact, or after a defined period of time.

In an alternative embodiment, a secondary braking system can be provided. The secondary braking system is activated upon a collision occurring at the front and/or sides of the vehicle. In yet another embodiment, an additional master cylinder and/or secondary actuator can be employed for use for collisions occurring at the front and/or sides of the vehicle.

In one embodiment, when the braking system is engaged due to contact from the front and/or sides of the vehicle, the drive controller causes the vehicle to cease active forward drive propulsion. In one embodiment, the drive controller disengages the vehicle's drive system. For example, the drive system can be placed in neutral.

Alternatively, the drive controller causes the vehicle to be placed in reverse gear temporarily or ceases engine operation. In such applications, the vehicle should be placed in neutral gear or cease engine operation when the braking system is disengaged.

In another embodiment, a vehicle is provided with an adjustable front bumper. The front bumper is preferably extendable away from the vehicle. The amount that the front bumper extends depends on the speed of the vehicle.

Preferably, the faster the speed of the vehicle, the further

the front bumper extends. This allows the bumper to absorb more of the impact force, thereby reducing impact force on and injuries to occupants of the vehicle.

In yet another embodiment, the sensors are extended beyond the front and/or back of the vehicle. Extending the sensors can be achieved using a sensor support which extends from the front and/or back of the vehicle. In one embodiment, the sensor support comprises a secondary bumper which extends beyond the primary bumper. Other types of sensor support are also useful.

Fig. 2 shows a portion 3240 of the braking system in accordance with one embodiment of the invention. As shown, a master cylinder 3262 is coupled to a brake actuator 3249.

Typically, the master cylinder comprises first and second subsystems 3261a-b. Each subsystem comprises its respective fluid chambers 3263a-b and hydraulic lines 3242a-b. The fluid chamber is filled with brake fluid. The chambers each have a fill hole (3264a-b). When the actuator 3249 is <BR> <BR> activated (e. g. , depressing the brake pedal), a push rod 3284 connected to the actuator moves a primary piston 3285a in the direction of the arrow 3263. The movement of the primary piston activates one of the subsystems. For example, the first subsystem is activated when the primary piston moves beyond the first subsystem bypass hole 3274a, increasing the hydraulic pressure in line 3242a. The hydraulic pressure

created as well as the force of a primary piston moves the secondary piston along the direction of arrow 3263 pass the second subsystem bypass hole 3274b. This creates hydraulic pressure in the lines 3242a-b, engaging the brakes.

In accordance with one embodiment of the invention, the push rod comprises variable lengths, depending on whether the brake controller is disengaging or resetting the braking system. Typically, the brake pedal has a maximum depressed state and un-depressed state. When the braking system is in normal operating mode, the piston comprises a first or normal length. As a result, the primary and secondary pistons are in an unengaged position. In one embodiment, the push rod comprises a second length which is shorter than the first length. The second length enables the primary and secondary pistons to be in an unengaged position even when the actuator is activated to its maximum point (e. g. , brake pedal depressed fully). When the brake controller resets the braking system, the push rod is reset to its normal length.

In another embodiment, the push rod can be set to a third length, which is greater than the first or normal length.

The third length, for example, is a length which causes the pistons to be in an engaged position to engage the braking system.

The variable lengths can be achieved using a pneumatic push rod. For example, in reset or normal operating mode,

the push rod is filled with a first air pressure to set it to its normal length. In the disengaged mode, the air is released, retracting the push rod to its second length. To reset the push rod to its normal length, an air source fills the push rod to the first air pressure. Similarly, the push rod can be filled to a third air pressure to cause the pistons to be engaged. Other techniques for setting and resetting the push rod to its desired length are also useful.

While the invention has been particularly shown and described with reference to various embodiments, it will be recognized by those skilled in the art that modifications and changes may be made to the present invention without departing from the spirit and scope thereof. The scope of the invention should therefore be determined not with reference to the above description but with reference to the appended claims along with their full scope of equivalents.