阅读说明：本技术 能量管理系统 (Energy management system ) 是由 P·吉拉丁 R·卡明 于 2020-05-22 设计创作，主要内容包括：用于轮椅系紧和乘员约束系统(“WTORS”)的预/后张紧控制器系统将是一种用于在各种不利驾驶情况下控制轮式移动装置的过度偏移的综合能量管理系统。所述系统在正面、侧面或后面撞击碰撞或翻转情况期间使用多个预张紧和后张紧事件——并且通过在特定和理想时刻张紧WTORS设备来有效控制偏移。所述系统还在长持续时间转弯或其它攻击性机动期间对系紧设备使用张紧事件。所述系统还可以对所述乘员约束装置使用张紧事件。所述能量管理系统可以被适配成与结合固定式或可移动式缓冲器的传统的四点系紧系统和较新的三点和两点系紧系统,以及压缩型固定系统和包含对接系统的其它系统一起使用。(A pre/post-tensioning controller system for a wheelchair tie-down and occupant restraint system ("WTORS") would be an integrated energy management system for controlling excessive excursions of a wheeled locomotion device under various adverse driving conditions. The system uses multiple pre-and post-tensioning events during a frontal, side, or rear impact crash or rollover situation — and effectively controls the offset by tensioning the WTORS device at specific and ideal times. The system also uses a tensioning event for the tie-down device during long duration turns or other aggressive maneuvers. The system may also use a tensioning event for the occupant restraint device. The energy management system may be adapted for use with conventional four-point tie-down systems and newer three-point and two-point tie-down systems incorporating fixed or movable bumpers, as well as compression-type tie-down systems and other systems including docking systems.)

1. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

determining at least one characteristic of the adverse driving condition; and is

Triggering a first safety device to control an offset of one or both of the mobile device and an occupant seated in the mobile device, wherein the first safety device is selected from a plurality of safety devices based on the at least one characteristic of the adverse driving condition.

2. The system of claim 1, wherein the processor is further configured to trigger the first security device after a first time period.

3. The system of claim 2, wherein the first time period generally corresponds to a first bounce time, which is generally the time the mobile device will experience a bounce.

4. The system of claim 2, wherein the first time period is predetermined.

5. The system of claim 2, wherein the processor is further configured to trigger a second security device after a second time period.

6. The system of claim 5, wherein the first time period generally corresponds to a first rebound time, which is generally a time that the mobile device will experience rebound, and the second time period corresponds to a second rebound time, which is generally a time that the mobile device will experience second rebound.

7. The system of claim 5, wherein the first time period and the second time period are predetermined.

8. The system of claim 1, wherein the processor is further configured to determine a first bounce time, which is generally the time that the mobile device will experience a first bounce, wherein the first security device is triggered at approximately the first bounce time.

9. The system of claim 8, wherein the processor is further configured to:

determining a second rebound time, the second rebound time typically being the time the mobile device will experience a second rebound; and is

Triggering a second safety device at about the second rebound time, wherein the second safety device is selected from the plurality of safety devices based on at least one characteristic of a force vector.

10. The system of claim 1, wherein the characteristic of the adverse driving condition is selected from the group comprising: an acceleration vector of the vehicle; an acceleration vector of the mobile device relative to the vehicle; an acceleration vector of the occupant relative to the vehicle.

11. The system of claim 1, wherein the characteristic of the adverse driving condition is a property of the adverse driving condition.

12. The system of claim 11, wherein the property of the adverse driving condition includes at least one of a front side impact, a rear side impact, a right side impact, a left side impact, a rollover, a long duration turn, a high g turn, a hard acceleration event, and a hard braking event.

13. The system of claim 3, wherein:

the securing system includes a first tie-down device for securing a first side of the mobile device, the first side being opposite a second side; and is

The processor is further configured to select a first tensioner for the first tie-down device as the first safety device when the adverse driving condition is an impact on the first side.

14. The system of claim 6, wherein:

the securing system securing includes a first tie-down device for securing a first side of the mobile device and a second tie-down device for securing a second side of the mobile device, the first side being opposite the second side;

the processor is further configured to select a first tensioner for the first tie-down as the first safety device and a second tensioner for the second tie-down as the second safety device when the adverse driving condition is an impact on the first side.

15. The system of claim 13, wherein:

when the impact is a frontal impact, the first side is a front side and the second side is a rear side;

when the impact is a rear impact, the first side is a rear side and the second side is a front side;

when the impact is a right side impact, the first side is a right side and the second side is a left side; and is

When the impact is a left side impact, the first side is a left side and the second side is a right side.

16. The system of claim 14, wherein:

when the impact is a frontal impact, the first side is a front side and the second side is a rear side;

when the impact is a rear impact, the first side is a rear side and the second side is a front side;

when the impact is a right side impact, the first side is a right side and the second side is a left side; and is

When the impact is a left side impact, the first side is a left side and the second side is a right side.

17. The system of claim 3, wherein:

the securing system includes a first bumper adjacent a first side of the mobile device, the first side opposite a second side; and is

The processor is further configured to select a first urging device for the first bumper as the first safety device when the adverse driving condition is an impact at the second side, wherein the first urging device is configured to urge the first bumper toward the mobile device.

18. The system of claim 6, wherein:

the securing system includes a first bumper adjacent a first side of the mobile device and a second bumper adjacent a second side of the mobile device, the first side opposite the second side;

the processor is further configured to select a first urging means for the first bumper as the first safety means and a second urging means for the second bumper as the second safety means when the adverse driving condition is an impact at the second side, wherein the first urging means is configured to urge the first bumper toward the mobile device and the second urging means is configured to urge the second bumper toward the mobile device.

19. The system of claim 3, wherein:

the securing system securing includes a first tie-down device for securing a first side of the mobile device, the first side being opposite a second side; and is

The processor is further configured to select a first tensioner for the first tie-down device as the first safety device when the adverse driving condition is a rollover to the second side.

20. The system of claim 6, wherein:

the securing system securing includes a first tie-down device for securing a first side of the mobile device and a second tie-down device for securing a second side of the mobile device, the first side being opposite the second side;

the processor is further configured to select a first tensioner for the first tie-down as the first safety device and a second tensioner for the second tie-down as the second safety device when the adverse driving condition is a rollover to the second side.

21. The system of claim 3, wherein:

the securing system includes a first bumper adjacent a first side of the mobile device, the first side opposite a second side; and is

The processor is further configured to select a first urging device for the first bumper as the first safety device when the adverse driving condition is a rollover to the first side, wherein the first urging device is configured to urge the first bumper toward the mobile device.

22. The system of claim 6, wherein:

the securing system includes a first bumper adjacent a first side of the mobile device and a second bumper adjacent a second side of the mobile device, the first side opposite the second side;

the processor is further configured to select a first pushing device for the first bumper as the first safety device and a second pushing device for the second bumper as the second safety device when the adverse driving condition is a rollover to the first side, wherein the first pushing device is configured to push the first bumper toward the mobile device and the second pushing device is configured to push the second bumper toward the mobile device.

23. The system of claim 1, wherein the first safety device inflates an airbag located in a bumper near a mobile device.

24. The system of claim 1, wherein the first safety device energizes the magnetorheological fluid.

25. The system of claim 1, wherein the first safety device moves a plurality of wheelchair engagement members that conform to a shape of the mobile device.

26. The system of claim 1, wherein the first safety device causes a gripping member to grip a structure on the mobile device.

27. The system of claim 1, wherein the first safety device deploys at least one floor-mounted bumper that engages a directly inward surface of the mobile device.

28. The system of claim 1, wherein the first safety device is an airbag positioned to engage and control deflection of the mobile device.

29. The system of claim 1, wherein the first safety device is configured to deploy an airbag positioned to engage and control rearward deflection of the occupant's head.

30. The system of claim 29, wherein the airbag deploys upon or about rebound during a front side impact.

31. The system of claim 29, wherein the airbag deploys at or about the time of a rear-side impact.

32. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

determining at least one dynamic condition of the mobile device;

determining at least one dynamic condition of an occupant seated in the mobile device; and

triggering a first safety device to prevent pinching of the occupant between the mobile device and an occupant restraint device, wherein the first safety device is selected from a plurality of safety devices based on one or both of the dynamic condition of the mobile device and the dynamic condition of the occupant.

33. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

determining at least one characteristic of the adverse driving condition; and is

Triggering a first safety device to prevent the occupant from being squeezed between the mobile device and an occupant restraint device, wherein the first safety device is selected from a plurality of safety devices based on the at least one characteristic of the adverse driving condition.

34. The system of claim 33, wherein the first safety device is a tensioning mechanism for a rear tie-down of the mobile device and is triggered prior to an initial recoil.

35. The system of claim 33, wherein the first safety device is a release mechanism for an occupant restraint device and is triggered prior to an initial rebound.

36. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

determining at least one characteristic of the adverse driving condition; and is

Triggering a first safety device designed to prevent or minimize movement of the mobile device, wherein the first safety device is selected from a plurality of safety devices based on the characteristic of the adverse driving condition.

37. The system of claim 36, wherein the at least one characteristic comprises tension in a tie-down device.

38. The system of claim 37, wherein the first safety device is a tensioner for the tie-down device.

39. The system of claim 38, wherein the tie-down device is used to secure a side of the mobile device; and the processor is further configured to trigger the tensioner about when the processor determines that the adverse driving condition is an acceleration vector of the tie-down device toward the side of the mobile device.

40. The system of claim 36, wherein the at least one characteristic comprises a distance between a buffer and the mobile device.

41. The system of claim 40, wherein the first safety device is a movement mechanism for the buffer.

42. The system of claim 38, wherein the securing system comprises a bumper for securing a side of the mobile device; and the processor is further configured to trigger the tensioner about when the processor determines that the adverse driving condition is an acceleration vector of the bumper away from the side of the mobile device.

43. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

determining at least one dynamic condition of the mobile device;

triggering a first security device designed to prevent or minimize movement of the mobile device, wherein the first security device is selected from a plurality of security devices based on the dynamic condition of the mobile device.

44. A system for controlling energy in a stationary system of a mobile device in a vehicle during adverse driving conditions, the system comprising a computing system including a processor configured to:

determining that the adverse driving condition has occurred;

triggering a first safety device for controlling deflection of at least one of the mobile device and an occupant seated in the mobile device after a first time period, wherein the first time period corresponds approximately to a rebound time.

45. The system of claim 42, wherein:

the securing system includes a first tie-down device for securing a side of the mobile device; and is

The processor is further configured to select a first tensioner for the first tie-down device as the first safety device when the adverse driving condition is an acceleration vector of the tie-down device toward the side of the mobile device.

46. The system of claim 42, wherein:

the securing system includes a first bumper adjacent to a side of the mobile device; and is

The processor is further configured to select a first pushing device for the first bumper as the first safety device when the adverse driving condition is an acceleration vector of the side of the bumper facing away from the mobile device, wherein the first pushing device is configured to push the first bumper towards the mobile device.

Technical Field

The embodiments described and claimed herein relate generally to a securing system for a mobile device and, more particularly, to an integrated energy management system for controlling the excursion of a wheeled mobile device and its occupants during various adverse driving conditions and modes, such as vehicle crashes and aggressive maneuvers.

Background

In the current state of the art of automotive safety systems, seat belt pretensioners, deployable airbags and other timing safety systems are typically utilized. These safety systems rely on collision signals originating from the vehicle. In the event of a collision, the vehicle system will determine that a certain degree of collision has occurred, and the vehicle system will then send an immediate signal to the vehicle safety system. These safety systems, in turn, deploy as quickly as possible to function before the impact forces are transmitted to the occupant. Unfortunately, these existing vehicle safety systems do not translate to protecting passengers seated in wheeled mobile devices in the vehicle during transport. This is because there is a significant difference between securing an occupant to a moving passenger seat of a vehicle and securing an occupant to a wheelchair passenger seat (i.e., a wheeled mobility device/wheelchair).

One such difference is related to seats or chairs, which are critical components in all safety systems. The walk-on passenger's seat is integral with the vehicle and may be considered to be a firmly fixed position on the vehicle during adverse driving conditions. The seat is shaped to provide crash support for the occupant and is designed not to move during a crash. In such an aspect, the walk-on passenger seat does not increase the movement of the passenger and does not interfere with the forward excursion of the occupant during an impact. Furthermore, the walk-on passenger's seat will support the rear excursion of the occupant (i.e., will block and load limit the rear movement of the moving passenger) and will significantly reduce the associated rear excursion. Thus, under the current state of the art of walking passengers, the seating system does not exacerbate the excursion and provides support to the passenger only during the excursion.

This is not the case for wheeled mobility devices, where the passenger's seating system is not an integral part of the vehicle. In contrast, wheeled mobility devices are temporarily secured to vehicles, in some cases with a securing system that is "elastic" in nature and can stretch and be significantly affected by adverse driving conditions. For example, a typical system will contain a tie-down device formed from webbing that will not only stretch and allow the wheeled mobility device to move during transport, but also may unwind (i.e., loosely wrapped webbing may unwind even when the spool is locked). In the example of a forward impact, both the wheeled mobility device (i.e., the seat) and the occupant begin to move forward (i.e., offset forward), albeit at different times and at different rates. In the example of rebound (or rear impact), both the mobile device and the occupant begin to move backward (i.e., deflect backward), again at different times and at different rates. In the case of a side impact, rollover, or front/rear impact involving rotational forces, both the mobility device and the occupant may also experience side offset (i.e., the mobility device and the occupant may move along any axis, including vertical and horizontal), again, at different times and at different rates.

Unless the context indicates otherwise, the term "forward" herein refers to the "forward" direction of the vehicle, and not the direction in which a wheeled mobility device may be mounted in a forward, rearward, and sideways orientation. The forward, rearward, lateral and vertical excursion of the wheeled mobility device is limited by the use of a tether, bumper and/or other securing member, while the excursion of the occupant is limited solely by the combination of the occupant restraint device and the chair (e.g., in a forward system: in the case of forward excursion, the occupant restraint device limits the occupant's movement, in the case of rearward excursion, the seat back limits the occupant's movement, in the case of downward excursion, the seat bottom limits the occupant's movement, in the case of upward excursion, the occupant restraint device limits the occupant's movement, and in the case of lateral excursion, the occupant restraint device and the armrest limit the occupant's movement).

In such dynamic environments, the two objects (i.e., the passenger and the chair) move independently and may interfere with the respective offsets of each other. For example, the wheeled mobility device may press an occupant against the occupant restraint device (thereby exposing the occupant restraint device to the combined weight of the occupant and the chair) and/or exacerbate or reduce occupant deflection (e.g., in a forward system, the wheeled mobility device may push the occupant when deflected forward and slow the occupant when deflected backward). The occupant may similarly impact the offset of the wheeled mobility device (e.g., the occupant may push the wheeled mobility device and expose the tie-down to the combined weight of the chair and occupant).

Additionally, the fastening or tie-down methods for walk-behind seats and wheelchairs are quite different. In the case of a conventional vehicle seat that is fixed by fasteners (i.e., bolts or welds), the method of fixing does not result in any additional forward offset of the seat. For example, if the seat is bolted, the bolts do not allow the seat to move in an impact and do not exacerbate the rebound event. However, where the wheelchair occupant is fixed, the method of fixing typically allows for and exacerbates the offset. In the case of a 4-point cinching system utilizing a retractor with flexible webbing, the webbing stretch and winding together can help to increase the offset (i.e., the more stretch/webbing movement, the more the chair can travel). Furthermore, the energy stored in the webbing due to stretching may be released at the end of the initial excursion and exacerbate the rebound event (i.e., a secondary excursion in the opposite direction) and cause oscillations of both the wheeled mobility device and the occupant. Furthermore, during excursions, the webbing of some retractors may experience undesirable slack, whereby the retractor will not prevent or minimize a rebound event.

The separate immobilization of the occupant and the wheeled mobility device allows for independent and dynamic movement (or reaction) and interaction of both the occupant and the chair. Existing vehicle safety systems for moving passengers are inadequate because they do not allow for moving seats and cannot be used to secure wheeled movers and their occupants in a vehicle. Existing vehicle safety systems also do not take into account the individual nature of secondary and tertiary events (i.e., occurring at different times) of the seat and occupant, such as rebound, oscillation, or whiplash. Existing vehicle safety systems are also designed to be activated at the moment of impact, before the occupant feels a force or moves significantly forward, and do not take into account the type of secondary and tertiary events that occur in the wheelchair securing system, including but not limited to rebound that are exacerbated by the release of stored energy in the tie-down and the creation of unnecessary slack in the tie-down.

Accordingly, there is a need in the art for a vehicle safety system and controller that takes into account the stationary, independent and dynamic nature of wheeled mobility devices. Such controllers may utilize and control various types of safety devices such as quick tensioners or releases for wheelchair tie downs (e.g., retractors) and occupant seat belt systems (which may also contain retractors), as well as other quick acting vehicle safety systems (e.g., movable bumpers, airbags, auxiliary securing members) in a manner that produces the best possible result for occupant safety. Such controllers may be programmed to learn or determine and analyze the impact or adverse event that occurred and the reaction or expected reaction of the wheeled mobile device and the occupant, and then deploy the appropriate safety system at the appropriate time.

Disclosure of Invention

The proposed embodiments address the shortcomings of the prior art and may provide an integrated energy management system for any number of different wheeled mobile device stationary systems. In one aspect, a system is configured to use tensioning and/or load limiting techniques in a manner that accounts for wheelchair deflection and the resulting secondary deflection (i.e., whiplash/rebound) or tertiary movement (oscillation) (i.e., after whiplash) of the wheeled mobility device. Such systems may apply one or more tensioning events at predetermined or calculated times in order to reduce secondary and tertiary excursions of the wheelchair. Additionally, the controller may determine or determine multiple states of a crash or non-crash condition (e.g., may determine a long duration turn for a hard braking event of 1 g for a light crash of 5 g, etc.) in order to select an appropriate safety system to utilize and provide appropriate timing for the selected safety system in the vehicle.

For example, in the case of a forward collision with a four-point cinching device and a wheeled mover fixed in a forward position (occupant facing the front of the vehicle with two cinching devices in front and two cinching devices behind), one embodiment of the controller may receive or record a collision signal (either independently through an integrated technology such as an accelerometer or alternatively from a signal generated by a vehicle collision detection device) at the moment of impact, allowing the initial tension to be similar to the current state of the safety device (i.e., upon receiving a collision signal from the vehicle, the controller may trigger the occupant seat belt pretensioner and any other pretensioning device, including the pretensioning device for cinching the wheelchair device). Due to the deployed and resilient nature of the tie-down device, the wheel mover and occupant will begin to deflect forward, which will stretch the rear tie-down device and introduce slack into the front tie-down device (because a typical self-retracting retractor cannot roll-in quickly enough to make up for the slack during a crash event). The controller will then record (i.e., determine or approximate or sense) the moment of whiplash/rebound when the direction of the offset of the wheelchair or occupant changes from forward to backward. At this point the controller will trigger a quick tensioner which will quickly pull the slack webbing into the retractor spool which will help reduce the rearward bias. The controller may be programmed to trigger additional tensioners at the appropriate time to minimize additional oscillations. For example, the controller may register the moment at which the wheel mover changes direction from rearward to forward and trigger the fast acting tensioner to take up any slack in the webbing of the rear retractor. Each tensioner may be configured to trigger more than once, thereby allowing control of multiple oscillations that may occur during a severe accident. Similarly, the occupant restraint and wheelchair tie-down may incorporate a plurality of tensioners, one of which is triggered per oscillation.

Other embodiments are contemplated within the claims that include some combinations of the features discussed above and below, as well as other features known in the art, even if not specifically identified and discussed herein.

Drawings

Figure 1 is a collection of graphs showing the independent relationship and dynamic nature of a wheeled mobility device and its occupant's movement during a forward impact;

FIG. 2 is a diagram illustrating an exemplary energy management system by which various safety systems in a wheeled mobile fixture system may be implemented;

FIG. 3 is a flow diagram illustrating exemplary logic that an exemplary energy management system may utilize to implement various security systems;

4-8 are a collection of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a forward four-point tie-down fixation system during a frontal impact;

9-13 are a collection of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling the oscillation excursion in a forward four-point tie-down securing system during a left side impact, wherein the rear tie-down devices are angled away from each other as they extend from the vehicle to the wheeled mobility device;

14-18 are a collection of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling the oscillatory offset in a forward four-point tie-down securing system during a left side impact, wherein the rear tie-down devices are angled toward each other as they extend from the vehicle to the wheeled mobility device;

19-23 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a forward three-point tie-down device having a bumper securement system during a frontal impact;

24-28 are a set of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling oscillation excursion in a forward three-point tie-down device with a bumper fixing system during a left-side impact;

29-33 are sets of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling the oscillation excursion in a first embodiment of a forward two-point cinching device having a bumper securement system during a frontal impact;

34-38 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling the oscillation excursion in a first embodiment of a forward two-point cinching device having a bumper securement system during a left-side impact;

39-43 are a collection of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling the oscillation excursion in a second embodiment of a forward two-point cinching device having a bumper securement system during a frontal impact;

44-48 are a collection of schematic diagrams illustrating an exemplary embodiment of an energy management system for controlling the oscillation excursion in a second embodiment of a forward two-point cinching device having a bumper securement system during a left-side impact;

49-53 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling the oscillation excursion in the third embodiment of the forward two-point cinching device with the bumper securement system during a frontal impact;

54-58 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a third embodiment of a forward two-point cinching device having a bumper securement system during a left-side impact;

59-62 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a forward, compression-based fixation system during a frontal impact;

63-66 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a compression-based fixation system during a left-side impact;

67-71 are a collection of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in forward, tie-down, and bumper-based fixation systems during a right-side flip;

72-76 are sets of schematic diagrams illustrating exemplary embodiments of an energy management system for controlling oscillation excursion in a forward, compression-based fixation system during a right-hand rollover;

77-78 depict a bumper having a safety device in the form of an inflatable bladder;

79-80 depict a damper having a safety device in the form of a magnetorheological fluid filled bladder;

figure 81 depicts a bumper having a safety device in the form of an end that can engage the profile of a wheeled mobile device;

fig. 82 depicts a bumper having a gripping member that can grip a structure on a wheeled mobile device;

83-84 depict a bumper that is movable from a storage position flush with the vehicle floor to an engagement position in which the bumper engages an inward facing structure on the wheeled mobility device; and is

Figures 85-97 depict various embodiments of an airbag for controlling the offset of a wheeled mobility device and a passenger.

It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments described and claimed herein or that render other details difficult to perceive may have been omitted. It should be understood, of course, that the invention described herein is not necessarily limited to the particular embodiments shown. Indeed, it is contemplated that those skilled in the art may devise numerous alternative arrangements that are similar and equivalent to the embodiments shown and described herein without departing from the spirit and scope of the appended claims.

In the following detailed description of the drawings, the same reference numerals will be used to refer to the same or like parts.

Detailed Description

Figure 1 is a graph illustrating the independent relationship and dynamic nature of a wheeled mobility device and its occupant's excursion during a typical, forward vehicle impact. In the line graph at the top of fig. 1, the y-axis represents the offset distance from the initial position, the x-axis represents time, the solid line represents the offset of the wheel moving device, and the broken line represents the offset of the passenger. Time T at origin of graph₀Representing the time of the impact event, which in this example is a forward impact (i.e., the vehicle sees a rearward force, accelerating the vehicle in a rearward direction; e.g., preventing the vehicle from traveling forward). Time T_1cIndicating the time at which the chair (i.e., wheeled mobility device) begins its forward excursion. Time T_1pIndicating the time at which the passenger will begin their forward excursion. Time T_2cIndicating the time at which the chair ends its forward excursion and begins its rebound/swing or rearward excursion. Time T_2pIndicating the time at which the passenger ends his forward excursion and begins his rebound/swing or rearward excursion. Time T_3cIndicating the time at which the chair ends its rearward excursion and begins another rebound or second forward excursion. Time T_3pIndicating the time at which the occupant has finished his rearward excursion and started another rebound or second forward excursion. Depending on the severity of the impact, additional oscillations may occur in a manner similar to that shown for the previous offset.

As discussed above, the mechanism in a typical automatic retractor is not fast enough to react during an accident to pull in webbing that is loosened due to movement of the chair. This will result in slack being introduced into the seat belt of the various retractors during various stages of the accident. The introduction of slack is depicted in a series of schematic views directly below the line drawing, where the vertical line 10 represents the chair and the angled line 20 to the left of the chair 10 represents the rear tie-down that secures the chair 10 to the floorAnd the angled line 30 on the right side of the chair 10 represents the front tie-down securing the chair 10 to the floor. At T₀And T_1cIn both cases, the rear and front tightening devices 20, 30, if properly secured, will be tightened as shown before the chair 10 begins its excursion. At T_2cAfter the chair 10 is moved forward (shifted forward), the rear binding 10 will still be taut; however, as shown, slack webbing will be introduced to the front cinching device 30. From T_2cInitially, the chair will begin to deflect its back, which will be exacerbated by the energy stored in the stretched rear binding 20. At T_3cAs shown, after the chair 10 is moved rearward (biased rearward), the slack in the front tightening device 30 will be removed and the slack will be introduced into the rear tightening device 20.

It is worth noting that it can be seen that the chair begins and ends any given offset (i.e., T)_1c、T_2c、T_3c) From when the passenger starts and ends any given offset (i.e., T)_1p、T_2p、T_3p) There may be a significant delay in between. This results in interaction between the chair and the passenger, as shown in the series of schematic diagrams at the bottom of fig. 1. At T₀And T_1cHere, it may be assumed that the passenger is seated in a normal position. From T_1cStarting and continuing until T_1pThe chair 10 will begin its forward excursion and the occupant 5 will be generally stationary, both relative to the vehicle. This introduces the possibility that the seat back of the chair 10 will strike the back of the occupant 5, as at T_1pShown schematically. The chair 10 may then continue to press the passenger 5 against the occupant restraint device, thereby increasing the chance of injury. In addition, by applying a force to the occupant 5, a certain amount of force from the movement of the chair 10 will be transferred from the tie-down device to the occupant restraint device, which is less desirable. After contacting each other, the chair 10 and the passenger 5 may perform their forward excursions in unison up to T_2cAt this point the chair 10 rebounds and the occupant 5 continues his or her forward excursion. To time T_2pAgain, a space may be introduced between the chair 10 and the passenger 5, as schematically shown. Chair (Ref. TM. chair)The space between the child and the passenger can be closed later, in particular at T_3cThereafter, after the chair 10 has finished its initial rebound and begun a second rebound in the forward direction. The seat back of the chair 10 may again contact the back of the occupant 5, such as at T_3pShown schematically.

It will be appreciated that the wheeled mobility device and the passenger will exhibit independent excursions and may interact dynamically under other adverse driving conditions, such as impacts to the other side of the vehicle, leaning impacts, offset impacts, rollover, heavy braking, sharp turns, and long duration turns. Accordingly, there is a need for an energy management system that can interact with various safety systems to control energy associated with various excursions of a wheeled mobility device and a passenger during such adverse driving conditions.

Fig. 2 illustrates such an energy management system 100 by which various security systems may be automated. The system 100 may include a computing device 110 that may perform some or all of the processes described above and below. Computing device 110 may include a processor 120, a storage 140, an input/output (I/O) interface 130, and a communication bus 170. Bus 170 connects to processor 120 and components of computing device 110 and enables communication therebetween in accordance with known techniques. Note that in some computing devices, multiple processors may be incorporated therein, and in some systems, multiple computing devices may be present.

Processor 120 communicates with storage device 140 over bus 170. The storage device 140 may include directly accessible memory such as Random Access Memory (RAM), Read Only Memory (ROM), flash memory, and the like. The storage device may also contain secondary storage such as one or more hard disks (which may be internal or external) that are accessible through additional interface hardware and software as is known and customary in the art. Note that the computing device 110 may have multiple memories (e.g., RAM and ROM), multiple secondary storage devices, and multiple removable storage devices (e.g., USB drives and optical drives).

Computing device 110 may also communicate with other computing devices, computers, workstations, etc., or networks thereof through a communication adapter 150, such as a telephone, cable or wireless modem, ISDN adapter, DSL adapter, Local Area Network (LAN) adapter or other communication channel. Note that computing device 110 may use multiple communication adapters for making the necessary communication connections (e.g., a telephone modem card and a LAN adapter). The computing device 110 may be associated with other computing devices in a LAN or WAN. All of these configurations, as well as appropriate communication hardware and software, are known in the art.

Computing device 110 provides the facility for running software such as operating system software and application software. Note that such software may perform tasks and may communicate with various software components on this and other computing devices. As will be appreciated by one of ordinary skill in the art, computer programs such as those described herein are typically distributed as part of a computer program product having a computer usable medium or medium containing or storing program code. Such media can include computer memory (RAM and/or ROM), floppy disk, magnetic tape, optical disk, DVD, integrated circuits, Programmable Logic Arrays (PLA), remote transmission over communication circuits, remote transmission over wireless networks such as cellular networks, or any other medium which can be used by a computer with or without an appropriate adapter interface.

The computing device 110 may be located on a wheeled mobile device stationary system or may be located at a remote location in a vehicle or elsewhere. In general, computing device 110 may be programmed as or include a computer program product that may be configured to: monitoring or confirming various characteristics of one or more of the vehicle, wheeled mobile device securing system (including but not limited to the type of securing system described herein), wheeled mobile device, and passenger; determining or approximating or confirming the timing of various phases of adverse driving conditions, selecting one or more appropriate safety systems to trigger at any given phase; and triggering the appropriate security system at the desired time. The computing device 110 may operate in machine language and receive relevant information, signals, data, or inputs from one or more sensors, devices, or other external sources (collectively 160) to inform the energy management process. The computing device may also receive additional information, signals, data, or inputs, including from storage device 140 and/or one or more communication adapters 150, vehicle 195, and user panel 190. Computing device 110 may then determine the appropriate actions and initiate those actions through the specified output. For example, according to a logic algorithm embodied in a computer program product, the computing device 110 may issue instructions in the form of signals to various safety system components 180 for a fixed system, including but not limited to, a fast-acting tensioner, a movable bumper, an air bag, and a supplemental fixation member.

The processor 120 may be configured to communicate with a vehicle operator and/or a wheelchair occupant through one or more optional interface panels 190. The panel 190 may contain command switches or buttons that generate signals, as well as indicator lights, audible alarms, and voice, with optional text or full graphic display with touch-sensing capability. The panel 190 may be a wall-mounted unit, a wired or wireless remote control, or may even be an application running on a tablet or mobile device (such as an iPhone).

The computing device 110 may be configured to communicate with a vehicle 195 (e.g., a controller, a collision detection system, etc.) to send information regarding the status of the fixation and safety systems, and to receive information regarding the status of the vehicle. For example, the computing device 110 may be configured to send a signal to the vehicle 195 indicating that the wheeled mobile device is properly secured by the securing system, whereby the vehicle may be interlocked until a proper securing signal is received. The computing device 110 may be configured to receive signals from the vehicle 195 indicative of vehicle status and/or various dynamic conditions, including but not limited to: the vehicle's positioning, direction of travel, speed, and acceleration/deceleration along one or more of the x, y, and z axes; the time at which the impact occurred; the magnitude, direction, and/or type of impact; the location, distance, direction, speed, and/or closing speed of other vehicles or obstacles; the probability of a collision; estimating a collision time; the vehicle stops; vehicle neutral, gear engaged, gear disengaged, parking, power off, etc.; applying vehicle braking; applying a vehicle accelerator; a steering wheel position; a door state; and any other information accessible from the vehicle system.

Any such information that may be obtained from the vehicle may also be independently confirmed or calculated by the computing device 110 and associated sensors and other technologies (including accelerometers, GPS receivers, sonar, etc.). For example, computing device 110 may be configured to communicate with external sources 160 to receive information about the vehicle. More specifically, the computing device 110 may be configured to receive inputs indicative of the state of the vehicle and/or various dynamic conditions from various external sources 160 such as proximity sensors, accelerometers, sonar-based systems (or similar systems using different technologies, such as lidar), GPS receivers, video analysis systems, and collision detection systems, including but not limited to: the vehicle's position, direction, speed, and acceleration/deceleration along one or more of the x, y, and z axes; the time at which the impact occurred; the magnitude, direction, and/or type of impact; the location, distance, direction, speed, and/or closing speed of other vehicles or obstacles; the probability of a collision; estimating a collision time; the vehicle stops; vehicle neutral, gear engaged, gear disengaged, parking, power off, etc.; applying vehicle braking; applying a vehicle accelerator; a steering wheel position; and a door status.

Computing device 110 may be configured to communicate with external sources 160 to receive information about wheeled mobile device stationary systems. In the simplest system, the sensor may provide a signal to the computing device 110 indicating that the wheeled mobile device is being immobilized. See, for example, U.S. provisional patent application No. 62/751,277, filed on 26.10.2018, which is incorporated herein by reference. In more complex systems, one or more sensors may be used to provide various characteristics of the fixation system. For example, in a tie-down based securing system, sensors may be used to detect the number, type and type of tie-downs used to secure the wheeled mobility device, whether and what type of occupant restraint device is used to secure the tension in the occupant, the tie-downs and the straps of the occupant restraint device, and the vertical and horizontal angles of the various tie-downs and occupant restraints. In one embodiment, a sensor (e.g., a proximity sensor) may be sewn into the webbing of each retractor, whereby a signal may be sent to the computing device 110 when the webbing is fully retracted, partially retracted, or retracted a predetermined distance. In other embodiments, a sensor (e.g., an encoder associated with or associated with the cinching reel) may be used to more accurately detect how much webbing or strap has been retracted. Additionally, sensors (e.g., load cells, strain gauges, angle sensors, etc.) may be used with the wheelchair tie-down and occupant restraint (e.g., on the webbing/belt, on the spool or gear, etc. at the point of connection with the vehicle and/or wheeled mobility device) to detect the amount and angle of tension of the webbing/belt. In another embodiment, a video-based analysis system may be used to identify which tie-down devices and occupant restraint devices are being used, and to detect the length of webbing/belt being withdrawn from the retractor and the vertical and horizontal angles of the webbing/belt. If the tie-down system includes a movable bumper, sensors (e.g., proximity sensors, motor current sensors, etc.) may be used to detect the position of the bumper and the amount of force the bumper exerts on the wheeled mobile device. As another example, in compression-based fixation systems, such as Q' strain Quantum, sensors (e.g., proximity sensors) may be used to confirm proper engagement of the engagement member (bumper) with the sides of the wheeled mobile device and provide information about the position of the engagement member. Sensors (e.g., motor current sensors) may also be used to provide information indicative of the force exerted by the engagement members on the wheeled mobility device. A video-based analysis system may be used to provide information about the position of the engagement members. As another example, in docking station based systems, such as Q' train QLK, a sensor (e.g., a proximity sensor) may be used to confirm when the wheelchair frame is properly engaged in the docking system.

The computing device 110 may be configured to communicate with an external source 160 to receive information about the wheeled mobile device. Computing device 110 may be configured to receive one or more inputs from one or more sensors or other devices 160 that input one or more of the following characteristics: wheeled mobile devices are present on the vehicle; location of WMD in vehicle or WMD stationary system; orientation of WMD (forward, backward, sideways); the type, size, weight, and/or center of gravity of the wheeled mobile device being secured (or the combined weight or center of gravity of the wheeled mobile device and the passenger); and/or WMD movement of the vehicle while in transit and during adverse driving conditions, including but not limited to its direction of movement, speed, and acceleration/deceleration. Those sensors or devices 160 may include one or more of a floor pressure sensor to sense wheel alignment, a proximity sensor, an accelerometer mounted to a hitch on the WMD or tie-down device, an IR beam array, a WMD mounted or occupant-retained RFID tag, a WMD mounted or occupant-retained QR code, and/or a camera and image recognition software (i.e., a video-based analysis system). See, for example, various sensors disclosed in U.S. provisional patent application No. 62/825,325, filed on 28.3.2019, which is incorporated herein by reference.

Computing device 110 may be configured to communicate with external sources 160 to receive information about a passenger seated in the wheeled mobile device. Computing device 110 may be configured to receive one or more inputs from one or more sensors or other devices 160 that input one or more of the following characteristics: the identity of the passenger present on the vehicle; the position of the passenger or any part of the passenger (e.g., head, torso, arms, legs) in the vehicle or WMD fixation system; passenger orientation (forward, backward, lateral); the height, size, weight, or center of gravity of the secured passenger (or the combined weight or center of gravity of the wheeled mobility device and the passenger); and/or passenger movement of the vehicle while in transit and during adverse driving conditions, including but not limited to passenger direction of movement, speed, and acceleration/deceleration. Those sensors or devices 160 may include one or more of a floor pressure sensor, a proximity sensor, an accelerometer mounted to a passenger or occupant restraint device, an IR beam array, a WMD mounted or occupant retaining RFID tag, a WMD mounted or occupant retaining QR code, and/or a camera and image recognition software (i.e., a video-based analysis system). See, for example, various sensors disclosed in U.S. provisional patent application No. 62/825,325, filed on 28.3.2019, which is incorporated herein by reference.

The computing device 110 may also communicate with a central monitoring facility through the communication adapter 150, for example for diagnostic reasons and/or database and software updates, etc., or to provide updates regarding the status of a fixed system (e.g., occupied, unoccupied, properly fixed, and/or improperly fixed). The central monitoring facility may also provide advanced scheduling information to the computing device 110, including, but not limited to, the type, size, weight, and center of gravity of the wheeled mobile device to be picked up, and the height, size, weight, and center of gravity of the passenger (or the combined weight and center of gravity of the wheeled mobile device and the passenger).

As discussed above, the computing device 110 may receive input from a video-based analytics system. It is contemplated that intelligent feature recognition software stored in the computing device 110 or a separate computing device may use video analysis or measurements to determine various characteristics about the vehicle, stationary system, wheeled mobile device, and passenger, including but not limited to the characteristics described above. In particular, wheeled mobile stations on a vehicle may be monitored by cameras or other sensors connected to intelligent feature recognition software. The computing system can autonomously handle the situation and react with the appropriate functionality to provide the best rider experience and travel safety. Such functions may include identifying the presence, location, velocity, and acceleration of the WMD and occupant, as well as identifying the type of WMD. If the WMD type is identified (e.g., using RFID signals, QR codes, image recognition, or other identification methods), this information may be used as input in the fixing process, and the system will fix the WMD using fixed settings specific to the WMD type. These settings may have different parameters such as force, position, monitoring and adjustment strategies (in case the chair needs to be re-fixed during the ride). Based on the encoded information within the RFID or QR code, or by identifying key distinguishing features with a camera, a database may be built to identify various brands and models of WMDs. Once the WMD type is determined, a set of bumper crush force and/or cinching tension criteria may be established to optimize safety for each application. A reliable default squeeze force and/or tie-down value may be used in the event that a particular brand or model is not identified and/or referenced in the database. The database may be built and maintained at a central location, where the latest version of the parameters for each WMD fixture may be downloaded during scheduled maintenance.

The computing device 110 may be configured to send any and all data available to it (including but not limited to time; dynamic information about the vehicle, wheeled mobile device stationary system, wheeled mobile device, and occupants; and the actions taken by the computing device during adverse driving conditions and the times at which those actions were taken) to the black box 185 for storage in memory. The black box 185 is designed to withstand impact forces and harsh environments (such as fire and water) and can be used for analytical purposes to understand and reproduce the event after an adverse driving event.

FIG. 3 is a flow diagram illustrating exemplary logic that may be programmed into an energy management system to trigger various security systems. Although seven steps are shown, it is contemplated that embodiments may include as few as two steps (e.g., first step and eighth step 280) or more than seven steps. Further, it is contemplated that the disclosed steps may be combined in any number of different permutations and performed in a different order than that depicted.

In a first step 210, the computing device 110 may be programmed to monitor whether adverse driving conditions have occurred and determine that adverse driving conditions have occurred. The first step 210 may be performed in one or more of a number of different ways, including but not limited to receiving and/or analyzing input from the vehicle 195 (e.g., a vehicle controller or vehicle collision detection system) and/or from various external sources 160. For example, the computing device 110 may receive a signal from the vehicle 195 or a separate collision detection system at the instant the vehicle senses a collision or other adverse driving condition.

In a first step 210, the computing device 110 may additionally or alternatively determine that an adverse driving condition has occurred by monitoring one or more signals regarding the status and/or dynamics of the vehicle, stationary system, wheeled mobile device, and/or passenger. For example, the computing device 110 may receive a signal indicative of vehicle acceleration and then determine whether the acceleration (e.g., a spike and/or direction and/or magnitude of the acceleration) is indicative of an adverse driving condition. Additionally or alternatively, the computing device 110 may receive input indicative of tension on the wheelchair tie-down and/or occupant restraint, and then determine whether the tension seen by the respective device (e.g., spikes and/or magnitudes of tension) is indicative of adverse driving conditions. Additionally or alternatively, the computing device 110 may receive input indicative of pressure exerted by the bumper on the wheeled mobile device and then determine whether the pressure (e.g., spikes and/or magnitudes of tension) seen by the respective device is indicative of an adverse driving condition. Additionally or alternatively, the computing device 110 may receive input from one or more accelerometers associated with the wheeled mobility device and/or the passenger, and then determine whether the acceleration (e.g., the spike and/or magnitude of the acceleration) seen by the wheeled mobility device and/or the passenger is indicative of an adverse driving condition. Additionally or alternatively, the computing device 110 may receive input from a video-based analysis system, such as dynamic characteristics (e.g., position, movement, velocity, and/or acceleration) of the vehicle, stationary system, wheeled mobile device, and/or passenger. The computing device 110 may determine whether one or more of those characteristics indicate adverse driving conditions. One of ordinary skill in the relevant art may determine, through routine experimentation, the threshold that the computing device 110 should apply to determine whether an event constitutes an adverse driving condition.

In the event that the computing device 110 does not determine that adverse driving conditions have occurred, it will continue to monitor for adverse driving conditions. However, if adverse driving conditions have occurred, in a second step 220, the computing device 110 may be programmed to determine one or more characteristics of the adverse driving conditions. The computing device may determine the characteristics of the adverse driving conditions in one or more of a number of different ways, including, but not limited to, receiving and/or analyzing input from the vehicle 195 (e.g., a vehicle controller or vehicle collision detection system) and/or from various external sources 160. For example, the computing device may receive one or more inputs indicative of the dynamic characteristics of the vehicle during adverse driving conditions (i.e., how the vehicle responds to adverse driving events), such as the vehicle's positioning along one or more of the x-axis, y-axis, and z-axis, direction of travel, speed, and acceleration/deceleration, the time at which the impact occurred, and/or the magnitude, direction, and/or nature/type of the impact.

In a second step 220, the computing device 110 may additionally or alternatively determine one or more characteristics of the adverse driving conditions (i.e., how any one or more of the vehicle, stationary system, wheeled mobile device, and passenger react to the adverse driving event) by monitoring one or more signals regarding the status and/or dynamics of the vehicle, stationary system, wheeled mobile device, and/or passenger. This information may be used directly as an indication of the characteristics of the adverse driving conditions. Alternatively, the computing device may use such information as a basis for characterizing the nature and magnitude of the adverse driving event for one or more of the following steps. For example, the computing device 110 may be programmed to determine whether the adverse driving condition is a collision or an aggressive maneuver based on the direction, magnitude, and slope of the previously mentioned dynamic characteristics. Depending on, for example, the magnitude and/or slope, the tension on the two rear tie-downs may indicate a severe braking event or a forward impact. Depending on, for example, amplitude and/or slope, tension on the two front cinching devices may indicate a severe acceleration event or a rear impact. Depending on, for example, the magnitude and/or slope, the tension on one front and one rear tie-down may indicate a sharp or long duration turn, side impact, rollover, or rotation. The type of adverse driving condition may also be characterized at a finer level of granularity (e.g., a frontal crash, a rear crash, a right side crash, a left side crash, a rollover, an angled crash, an offset crash, or a combination thereof). One of ordinary skill in the art can determine, through routine experimentation, the threshold to which the computing device 110 should apply for determining whether an event constitutes a collision or an aggressive maneuver, as well as the type and magnitude of the collision/aggressive maneuver. For the avoidance of doubt, it is contemplated that steps 1 and 2 may be satisfied by receiving a single signal from the vehicle 195 or the external source 160, for example, a signal indicative of an acceleration vector of an accident.

After determining the characteristics of the adverse driving conditions in the second step 220, the computing device 110 may jump to the fourth step 240 via a sixth step 260, or proceed directly to the third step 230. In a third step 230, the computing device 110 may be programmed to determine one or more characteristics of the dynamic response of the wheeled mobile device to adverse driving conditions. The computing device 110 may receive input indicative of an actual dynamic response of the wheeled mobile device. Additionally or alternatively, the computing device 110 may use characteristics of the adverse driving conditions (e.g., dynamic characteristics of the vehicle) from the second step 220 as input to determine an expected dynamic response of the wheeled mobile device, either computationally or through table lookup.

After determining the characteristics of the dynamic response of the wheeled mobile device in the third step 230, the computing device 110 may jump to the fifth step 250 or the sixth step 260, or proceed directly to the fourth step 240. In a fourth step 240, the computing device 110 may be programmed to determine one or more characteristics of the passenger's dynamic response to the adverse driving conditions. The computing device 110 may receive input indicative of the actual dynamic response of the occupant. Additionally or alternatively, the computing device 110 may use the characteristics of the adverse driving conditions (e.g., the dynamic characteristics of the vehicle) from the second step 220 as input to computationally or through table lookup determine the expected dynamic response of the occupant.

In a fifth step 240, the computing device 110 may be programmed to determine one or more characteristics of the response of the stationary system to the adverse driving conditions. The computing device 110 may receive input indicative of the actual dynamic response of the stationary system. Additionally or alternatively, the computing device 110 may use the characteristics of the adverse driving conditions (e.g., the dynamic characteristics of the vehicle) from the second step 220 as input to determine the expected dynamic response of the fixture, either computationally or through a table lookup.

In a sixth step 260, the computing device will use the information determined from one or more of the first through fifth steps 210, 220, 230, 240, 250 as input to determine which security devices are appropriate for use under these circumstances. For example, during a forward collision or hard braking event, it may be desirable to trigger a safety device to take up the slack of the forward restraint.

In a seventh step 270, the computing device 110 will use the information determined from the first step to one or more of the sixth steps 210, 220, 230, 240, 250, 260 as input to determine the appropriate time to trigger the security device. Using the example from sixth step 260, in a forward collision or hard braking event, it may be desirable to trigger a safety device that takes up the slack in the forward restraint at the moment of whiplash/rebound. In one embodiment, the timing of whiplash/rebound may be determined based on the passage of a predetermined period of time, or by looking up in a table or by calculating using an equation that cross-references a time difference (time delay from impact to rebound) having one or more characteristics of an event (e.g., magnitude and/or direction of acceleration or impact force vector), one or more characteristics of the wheeled mobile device (e.g., type and weight), one or more characteristics of an occupant (e.g., weight, position relative to the wheeled mobile device), and/or one or more characteristics of a fixed system (e.g., manner of securing the wheeled mobile device). The computing device 110 may be programmed to determine or calculate the rebound time based on one or more of the vehicle direction of travel, the orientation of the occupant (i.e., rearward or forward or sideways), the direction of the crash (i.e., forward impact, side impact, rear impact, angled impact, offset impact, rollover, etc.), the severity of the crash. The computing device 110 may also rely on the maximum excursion allowed within the vehicle or by law (i.e., programmed to know the vehicle environment or preprogrammed with wheelchair compartment dimensions, etc.), visual means of viewing location and/or speed changes of the wheeled mobility device and occupant (i.e., the camera detects forward movement to multiple zones, which is the maximum forward excursion once the next "zone" is not crossed), or sensors embedded on the vehicle, retractor hooks, wheeled mobility device, belt buckle, and/or occupant (e.g., by vehicle or retractor sensors), sensors (e.g., accelerometers) that will detect the relative position of the vehicle (e.g., by hook sensors or wheeled mobility device sensors), the wheeled mobility device (e.g., by hook sensors or wheeled mobility device sensors), and the occupant (e.g., by belt sensors or occupant sensors).

In an eighth step 280, the computing device 110 will trigger the appropriate security device at the appropriate time. The computing device 110 may be programmed to repeat any one or more of the first through eighth steps 210, 220, 230, 240, 250, 260, 270, 280 to account for subsequent or secondary adverse driving conditions or rebounds and oscillations. In some cases, it may be desirable to activate the same security device more than once, which may be accomplished by using a multi-purpose security device or multiple disposable security devices.

Turning now to fig. 4-8, an exemplary embodiment of an energy management system for controlling oscillatory shifts in a forward four-point tie-down fixation system during a front-side impact is shown. These figures show a wheeled conveyance 310 secured by a front left hitch 320, a front right hitch 325, a rear left hitch 330 and a rear right hitch 335. Notably, the two front side tie downs 320, 325 are desirably spaced apart a distance equal to or wider than the width of the wheeled mobility device 310, thereby angling toward each other as the belt extends from the vehicle attachment point to the wheeled mobility device attachment point, as shown. This configuration increases the chance that the front side strap will have a direct path from the vehicle attachment point to the wheeled mobility device attachment point without significantly disturbing the passenger's legs or feet. Additionally, the two rear tie downs 330, 335 are desirably spaced apart a distance equal to or narrower than the width of the wheeled mobility device 310, such that they are angled away from each other as the belt extends from the vehicle attachment point to the wheeled mobility device attachment point, as shown. This configuration increases the chance that the rear side strap will have a direct path from the vehicle attachment point to the wheeled mobile device attachment point without having to pass through the rear wheels of the wheeled mobile device. Although the respective angles of the tie-downs are not necessarily important for the frontal impact example of fig. 4-8, the angles may affect the implementation of the energy management system in other aggressive driving maneuvers, such as right or left side crashes, or long duration turns, as explained in more detail below with reference to fig. 14-18.

FIG. 4 shows a front side accident time T₀A four-point cinching fixation system. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front side impact. The computing device 110 will then know to trigger the fast-acting tensioner for the front side tie-down after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger the fast-acting tensioner for the rear tie-down after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary recoil time of the wheeled mobile device.

More specifically, FIG. 5 shows a temperature at about T_2cA four-point cinching securement system after a front-side impact, at which point the wheeled mobility device has completed its initial forward excursion (i.e., approximately when the first predetermined time delay has elapsed). As can be seen, at T_2cWhere the wheel mover 310 has moved forward a certain distance, the rear side tighteners 330, 335 have been stretched, and the webbing of the front side tighteners 320, 325 is slackened. FIG. 6 shows the four-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 6, it can be seen that the quick-acting tensioner has removed slack from the webbing in the front side cinching device 320, 325, ideally before, at, or before the wheeled mobility device begins its rear bias. FIG. 7 shows a temperature at about T_3cFour-point tying ofThe system is fixed at which point the wheeled mobile device has completed its second rear excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cHere, the wheeled mobility device 310 has moved a distance backwards, but if the computing device 110 does not trigger a safety device for the front side tie downs 320, 325, the wheeled mobility device would not otherwise move that far. In fig. 7 (compare with fig. 6), the front side tighteners 320, 325 have been stretched, and the webbing of the rear side tighteners 330, 335 may be slackened. Figure 8 shows the four-point cinching fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 8, it can be seen that the quick acting tensioner has removed slack from the webbing in the rear cinching device 330, 335, ideally before, at, or before and after the wheeled mover begins its three forward excursions. Additional tensioning events may be needed or desired in more severe events to account for additional oscillations.

4-8 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a four-point tie-down system when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events (except that the safety device of the rear-side tie-down device will be triggered first). Further, the concepts described above may be applied to rearward wheeled mobile devices that are experiencing a front or rear side impact, a severe braking event, or a severe acceleration event. Even still further, the concepts described above may be applied to lateral wheeled mobility devices that are experiencing right or left side collisions, long duration turns, or sharp turns. Even still further, the concepts described above may be applied to a 3-point tie-down system where there is a single tie-down device on the front side of the wheeled mobility device.

Turning now to fig. 9-13, an exemplary embodiment of an energy management system for controlling oscillation excursion in a forward four-point tie-down fixation system during a left side impact is shown. It is worth noting that ideally and typically the front side tie downs 320, 325 are angled toward each other as they extend from the vehicle attachment point to the wheeled mobility device attachment point, and the rear side tie downs 330, 335 are angled away from each other as they extend from the vehicle attachment point to the wheeled mobility device attachment point.

FIG. 9 shows a left-hand accident time T₀A four-point cinching fixation system. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle experienced a large acceleration in the right direction and will conclude that the adverse driving condition is a left side impact. The computing device 110 will then know to trigger a fast acting tensioner for one of the front side tightening devices and one of the rear side tightening devices after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobile device. The computing device 110 will then know to trigger the fast-acting tensioners for the other of the front and rear binding devices after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary rebound time of the wheeled conveyance.

More specifically, FIG. 10 shows a temperature at about T_2cA four-point cinching securement system after a left-side impact, at which point the wheeled mobility device has completed its initial leftward excursion (i.e., approximately when a first predetermined time delay has elapsed). As can be seen, at T_2cHere, the wheel moving device 310 has moved a certain distance to the left, the right front side tying device 325 and the left rear side tying device 330 have stretched, and the webbing of the left front side tying device 320 and the right rear side tying device 335 slackens. FIG. 11 shows the four-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 11, it can be seen that the quick-acting tensioner has removed slack from the webbing in the front left and rear right cinching devices 320, 335, ideally before, at or before the wheeled mover begins its rightward excursionAnd (6) finally. FIG. 12 shows a temperature at about T_3cAt which point the wheeled mobility device has completed its second rightward excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a distance to the right, but if the computing device 110 does not trigger a safety device for each of the front and rear tie downs 320, 325, 330, 335, the wheeled mobility device would not otherwise move that far. In fig. 12 (compared to fig. 11), the left front and right rear side tighteners 320, 335 have been stretched, and the webbing of the right front and left rear side tighteners 325, 330 may be slackened. Figure 13 shows the four-point cinching fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 13, it can be seen that the quick-acting tensioner has removed slack from the webbing in the right and left front side cinching devices 325, 330, ideally before, at, or before the wheel mover begins its three leftward excursions. Additional tensioning events may be needed or desired in more severe events to account for additional oscillations.

While fig. 9-13 illustrate how the energy management system is implemented for a wheeled mobility device that is fixed in a forward orientation in a four-point cinching system when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, long duration turn, or tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact. Even still further, the concepts described above may be applied to a 3-point tie-down system where there is a single tie-down device on the front side of the wheeled mobility device.

Turning now to fig. 14-18, an exemplary embodiment of an energy management system for controlling oscillatory deflection in a forward four-point cinching fixation system during a left side impact is shown when the rear cinching device is installed at a non-ideal angle. Specifically, the rear tie downs 330, 335 are angled toward each other as they extend from the vehicle attachment point to the wheeled mobility device attachment point. Computing device110 may be programmed to receive input from external device 160 indicative of non-ideal angles, other non-ideal fixed conditions, and adapt the response of computing device 110 to adverse driving conditions based on the input. For example, where the rear cinching device is attached to the wheeled rover at a non-ideal angle (angled toward each other), the computing device 110 will understand that the front left cinching device 320 and the rear left cinching device 330 will experience webbing slack during the initial leftward shift (see fig. 15, compare with fig. 10 with an ideal angle) and will be at about T_2cThe safety devices for the two left side tie-downs are triggered (see figure 16). Additionally, the computing device 110 will understand that the right front side cinching device 325 and the right rear side cinching device 335 will experience webbing slack during the second rightward excursion (see FIG. 17, compare FIG. 12 with an ideal angle) and will be at about T_3cThe safety devices for the two right-hand cinching devices are triggered (see figure 18).

In other embodiments, including those that may involve more complex incidents (e.g., rotation and flipping), the computing device 110 may rely on a sensor or other system that detects the amount of tension in each tie-down device and/or whether the tie-down device is experiencing slack, and triggers a fast-acting tensioner for the tie-down device that is experiencing slack, possibly multiple times, to account for the oscillation.

Turning now to fig. 19-23, an exemplary embodiment of an energy management system for controlling oscillation excursion in a forward three-point tie-down and bumper attachment system during a front side impact is shown. These figures show a wheeled conveyance 310 secured by a left front cinch 320, a left rear cinch 330, a right rear cinch 335, and a bumper 340 positioned on the left side of the wheeled conveyance. The bumper 340 may be fixed, may be movable between a retracted position and an extended position (where the bumper will approach, contact, or push against the wheeled mobility device), or may be biased outward using a spring or the like.

FIG. 19 shows a front side accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have been metOccurs and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front side impact. The computing device 110 will then know to trigger the fast-acting tensioner for the front side tie-down after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger the fast-acting tensioner for the rear tie-down after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary recoil time of the wheeled mobile device.

More specifically, FIG. 20 shows a temperature at about T_2cA three-point tie-down fixation system after a front-side collision, at which point the wheeled mobility device has completed its initial forward excursion (i.e., approximately when a first predetermined time delay has elapsed). As can be seen, at T_2cWhere the wheel mover 310 has moved forward a certain distance, the rear side tighteners 330, 335 have been stretched, and the webbing of the front side tightener 320 is slackened. FIG. 21 shows the three-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 21, it can be seen that the quick-acting tensioner has removed slack from the webbing in the front side cinching device 320, ideally before, at, or before the wheeled mobility device begins its rear offset. FIG. 22 shows a temperature at about T_3cThe three-point tie-down securing system at this point in time when the wheeled mobile device has completed its secondary rear excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cHere, the wheeled mobility device 310 has moved a distance backwards, but if the computing device 110 does not trigger a safety device for the front side tie down 320, the wheeled mobility device would not otherwise move that far. In fig. 22 (compare with fig. 21), the front side fastener 320 has been stretched, and the webbing of the rear side fasteners 330, 335 may slacken. FIG. 23 illustrates a diagram immediately following a computing device110 has triggered the second safety device (i.e., after a second predetermined time delay has elapsed). In fig. 23, it can be seen that the quick acting tensioner has removed slack from the webbing in the rear cinching device 330, 335, ideally before, at, or before and after the wheeled mover begins its three forward excursions.

Although fig. 19-23 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a three-point tie-down system when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events (except that the safety device of the rear-side tie-down device will be triggered first). Furthermore, the concepts described above may be applied with a rear wheeled mobility device experiencing a front or rear side impact, a severe braking event, or a severe acceleration event (as both tie-downs are always positioned toward the rear of the vehicle to increase the strength in a front side impact). Even further, the concepts described above may be applied with lateral wheeled mobility devices that are experiencing right or left side collisions, or long duration or sharp turns. Additional tensioning events may be needed or desired in more severe events to account for additional oscillations.

Turning now to fig. 24-28, an exemplary embodiment of an energy management system for controlling oscillation excursion in a forward three-point tie-down and bumper attachment system during a left-side impact is shown. In the event of adverse driving conditions, bumper 340 may move left and right as shown, but may be stationary or biased using a spring or the like.

Fig. 24 shows the left-hand accident time T₀A three-point tie-down fastening system. As shown, the wheeled mobility device is spaced apart from the bumper 340, but the wheeled mobility device may contact, apply pressure to, or compress the bumper 340. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, computing device 110 may receive an indication that the vehicle experienced a large acceleration in the right directionAnd will conclude that the adverse driving condition is a left side impact. The computing device 110 will then know to trigger a fast acting tensioner for one of the front left and rear side tie downs after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger a fast acting tensioner for the other rear tie down device and a fast acting safety device for moving the bumper 340 toward the wheeled mobile device after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the second rebound time of the wheeled mobile device.

More specifically, FIG. 25 shows a temperature at about T_2cThe three-point tie-down binding system after a left-side collision, at which point the wheeled mobile device has completed its initial leftward excursion (i.e., approximately when the first predetermined time delay has elapsed). At this point, the wheeled mobility device may still be spaced from or in contact with (as shown), applying pressure to, or compressing the bumper 340. As can be seen, at T_2cHere, the wheel shifter 310 has moved a certain distance to the left, the left rear tightener 330 has stretched, and the webbing of the left front tightener 320 and the right rear tightener 335 slackens. FIG. 26 shows the three-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 26, it can be seen that the quick-acting tensioner has removed slack from the webbing in the front left and rear right cinching devices 320, 335, ideally before, at or before the wheeled mover begins its rightward excursion. FIG. 27 shows a temperature at about T_3cAt which point the wheeled traveller has completed its second rightward excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cWhere the wheeled mobility device 310 has moved a distance to the right, but if the computing device 110 does not trigger the safety devices for the front left and rear right tie downs 320, 335, the wheeled mobility device would not otherwise move as far. In fig. 27 (compare fig. 26), the left front and right rear tighteners 320 and 335 have been stretched, the belt of the left rear tightener 330 is slack, and the wheeled mover 310 has moved away from the bumper 340, there is a space between the two, and the fast-acting tensioner has removed the slack of the belt of the left rear tightener 330. FIG. 28 shows the three-point tie-down fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 27, it can be seen that the safety device (e.g., an airbag, or a fast-acting moving mechanism, or other moving device) has moved the bumper 340 to the right toward the wheeled moving device to eliminate (as shown) or reduce the space between the two. The computing device 110 desirably moves the bumper 340 toward the wheeled mobility device and removes slack from the strap of the left rear cinching device 330 before, while, or both before and after the wheeled mobility device begins its three left excursions. Additional damper movement and tensioning events may be needed or desired in more severe events to account for additional oscillations.

While fig. 24-28 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a three-point tie-down system when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, long-duration turn, or tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact. Even still further, the concepts described above for moveable buffer 340 may be applied to the use of buffers in a four-point system or for compression-based buffer systems, such as Q' train Quantum.

Turning now to fig. 29-33, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a front-side impact is shown, wherein the tie-down device and bumper are positioned at the rear of a wheeled mobile device. These figures show a wheeled mobile 310 secured by a left rear tie down 330, a right rear tie down 335, and a bumper 340 positioned at the rear of the wheeled mobile. The bumper 340 may be fixed, may be movable between a retracted position and an extended position (where the bumper will approach, contact, or push against the wheeled mobility device), or may be biased outward using a spring or the like.

FIG. 29 shows a front side accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front side impact. The computing device 110 will then know to trigger the fast acting means for moving the buffer 340 after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the bounce time of the wheeled conveyance. The computing device 110 will then know to trigger the fast-acting tensioner for the rear tie-down after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary recoil time of the wheeled mobile device.

More specifically, FIG. 30 shows a temperature at about T_2cA two-point cinching securing system after a front-side impact, when the wheeled mobility device has completed its initial forward excursion (i.e., approximately when a first predetermined time delay has elapsed). As can be seen, at T_2cWhere the wheeled mobility device 310 has moved forward a certain distance, the rear tie downs 330, 335 have stretched, and a space or gap is formed between the bumper 340 and the wheeled mobility device 310. FIG. 31 shows the two-point cinching fixation system immediately after computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 31, it can be seen that the fast acting moving device (e.g., airbag or fast acting mechanism) has moved the bumper 340 forward into contact with the back of the wheeled mobile 310, ideally before, at, or before the wheeled mobile begins its rearward excursion. FIG. 32 shows a temperature at about T_3cThe two-point cinching securing system of (a) at which point the wheeled mobile device has completed its secondary rear offset (i.e., approximately at the second)When two predetermined time delays have elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a distance backwards (compressing or pushing the bumper 340 backwards), but if the computing device 110 does not trigger a safety device for the bumper 340, the wheeled mobility device would not otherwise move that far. In fig. 32 (compare with fig. 31), the webbing of the rear side tighteners 330, 335 may be slackened. FIG. 33 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 33, it can be seen that the quick acting tensioner has removed slack from the webbing in the rear cinching device 330, 335, ideally before, at, or before and after the wheeled mover begins its three forward excursions. Additional damper movement and tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 29-33 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a two-point tie-down system when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events (except that the safety device of the rear-side tie-down device will be triggered first). Further, the concepts described above may be applied to rearward wheeled mobile devices that are experiencing a front or rear side impact, a severe braking event, or a severe acceleration event. Even further, the concepts described above may be applied with lateral wheeled mobility devices that are experiencing right or left side collisions, or long duration or sharp turns. Even still further, the concepts described above for moveable buffer 340 may be applied to the use of buffers in a four-point system or for compression-based buffer systems, such as Q' train Quantum.

Turning now to fig. 34-38, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a left-side impact is shown, wherein the tie-down device and bumper are positioned at the rear of a wheeled mobile device.

FIG. 34 shows a left side accident time T₀A two-point cinching fixation system. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle experienced a large acceleration in the right direction and will conclude that the adverse driving condition is a left side impact. The computing device 110 will then know to trigger the fast-acting tensioner for one of the rear tie-downs after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger a fast acting tensioner for another rear tie-down device after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary recoil time of the wheeled mobile device.

More specifically, FIG. 35 shows a temperature at about T_2cThe two-point cinching securing system after a left-side impact, at which point the wheeled mobile device has completed its initial leftward excursion (i.e., approximately when the first predetermined time delay has elapsed). As can be seen, at T_2cWhere the wheel mover 310 has moved a certain distance to the left, the left rear tightener 330 has stretched, and the webbing of the right rear tightener 335 is slackened. FIG. 36 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 36, it can be seen that the quick-acting tensioner has removed slack from the webbing in the right rear tie device 335, ideally before, at or before the wheel mover begins its rightward excursion. FIG. 37 shows a temperature at about T_3cAt which point the wheeled mobile device has completed its second right excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a distance to the right, but if the computing device 110 does not trigger a safety device for the right rear tie-down device 335, the wheels moveThe mobile device would not move that far. In fig. 37 (compare with fig. 36), the right rear side tightener 335 has been stretched and slack has been introduced into the left rear side tightener 330. FIG. 38 shows the three-point tie-down fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 37, it can be seen that the quick-acting tensioner has removed slack from the webbing in the rear left cinching device 330, ideally before, at, or before and after the wheeled mover begins its third leftward excursion. Additional tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 34-38 illustrate how an energy management system may be implemented for a wheeled mobile device that is fixed in a forward orientation in a two-point tie-down system when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, a long-duration turn, or a tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact.

Turning now to fig. 39-43, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a front-side impact is shown, wherein the tie-down device and bumper are positioned at the left side of a wheeled mobile device. These figures show a wheeled mobile 310 secured by a front left hitch 320, a rear left hitch 330 and a bumper 340 positioned at the left side of the wheeled mobile. The bumper 340 may be fixed, may be movable between a retracted position and an extended position (where the bumper will approach, contact, or push against the wheeled mobility device), or may be biased outward using a spring or the like.

FIG. 39 shows a front side accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front sideAnd (5) the conclusion of the impact. The computing device 110 will then know to trigger the fast-acting tensioner for the front left tie-down 320 after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger the fast-acting tensioner for the rear left tie-down 330 after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary rebound time of the wheeled mobile device.

More specifically, FIG. 40 shows a temperature at about T_2cA two-point cinching securing system after a front-side impact, when the wheeled mobility device has completed its initial forward excursion (i.e., approximately when a first predetermined time delay has elapsed). As can be seen, at T_2cHere, the wheel shifter 310 has moved forward by a certain distance, the left rear side fastening device 330 has been stretched, and slack has been formed in the webbing of the left front side fastening device 320. FIG. 41 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 41, it can be seen that the quick-acting tensioner has removed slack from the webbing of the front left tie-down 320, ideally before, at or before the wheeled mobility device begins its rear excursion. FIG. 42 shows a temperature at about T_3cThe two-point cinching securing system at which point the wheeled mobile device has completed its secondary rear excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cHere, the wheeled mobility device 310 has moved a certain distance backwards, but if the computing device 110 does not trigger the safety device for the front left tie-down device 320, the wheeled mobility device would not otherwise move that far. In fig. 42 (compared with fig. 41), the webbing of the left rear side tether 330 may be slack. FIG. 43 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In FIG. 43, it can be seen that the quick-acting tensioner has removed the left rear tie-down 330The slackening of the webbing of (a) is desirably before, at, or before and after the wheel moving device starts its three forward excursions. Additional tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 39-43 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a two-point tie-down system when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events (except that the safety device of the rear-side tie-down device will be triggered first). Further, the concepts described above may be applied to rearward wheeled mobile devices that are experiencing a front or rear side impact, a severe braking event, or a severe acceleration event. Even further, the concepts described above may be applied with lateral wheeled mobility devices that are experiencing right or left side collisions, or long duration or sharp turns.

Turning now to fig. 44-48, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a left-side impact is shown, wherein the tie-down device and bumper are positioned at the left side of a wheeled mobile device. In the event of adverse driving conditions, bumper 340 may move left and right as shown, but may be stationary or biased using a spring or the like.

FIG. 44 shows a left side accident time T₀A two-point cinching fixation system. As shown, the wheeled mobility device contacts the bumper 340, but the wheeled mobility device may be spaced apart from the bumper 340. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle experienced a large acceleration in the right direction and will conclude that the adverse driving condition is a left side impact. The computing device 110 will then know to trigger the quick-acting tensioner for the front left tie-down device after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the spring back time of the wheeled mover.The computing device 110 will then know to trigger the quick-acting tensioner for the right rear tie-down device and the quick-acting safety device for moving the bumper 340 toward the wheeled mobile device after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the second rebound time of the wheeled mobile device.

More specifically, FIG. 45 shows a temperature at about T_2cThe two-point cinching securing system after a left-side impact, at which point the wheeled mobile device has completed its initial leftward excursion (i.e., approximately when the first predetermined time delay has elapsed). At this time, the wheeled mobile device has compressed the bumper 340, but depending on the severity of the accident, the wheeled mobile device may be spaced from the bumper 340 or simply contact the bumper. As can be seen, at T_2cHere, the wheel moving device 310 has moved a certain distance to the left, the left rear side fastening device 330 has been stretched, and the webbing of the left front side fastening device 320 is slackened. FIG. 46 shows the two-point cinching securing system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 46, it can be seen that the quick-acting tensioner has removed slack from the webbing in the left front tightening device 320, ideally before, at, or before the wheeled mobility device begins its rightward excursion. FIG. 47 shows a temperature at about T_3cAt which point the wheeled mobile device has completed its second right excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a distance to the right, but if the computing device 110 does not trigger the safety device for the front left cinching device 320, the wheeled mobility device would not otherwise move that far. In fig. 47 (compare fig. 46), the left front cinch 320 has been stretched, the strap of the left rear cinch 330 has been slackened, and the wheeled mobility device 310 has moved away from the bumper 340 with a space between the two. FIG. 48 illustrates immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed)) The two-point cinching fixation system of (1). In fig. 47, it can be seen that the safety device (e.g., an airbag, or a fast-acting moving mechanism, or other moving device) has moved the bumper 340 to the right toward the wheeled moving device to eliminate (as shown) or reduce the space between the two, and the fast-acting tensioner has eliminated the slack in the strap of the left rear tie down 330. The computing device 110 moves the bumper 340 toward the wheeled mobile device and the fast acting tensioner ideally has removed slack before, at, or before and after the wheeled mobile device begins its three leftward excursions. Additional damper movement and tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 44-48 illustrate how an energy management system may be implemented for a wheeled mobile device that is fixed in a forward orientation in a two-point tie-down system when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, a long-duration turn, or a tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact. Even still further, the concepts described above for moveable buffer 340 may be applied to the use of buffers in a four-point system or for compression-based buffer systems, such as Q' train Quantum.

Turning now to fig. 49-53, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a front-side impact is shown, wherein the tie-down devices are positioned at opposite corners and the bumper is positioned at the left side of the wheeled mobile device. These figures show a wheeled mobility device 310 secured by a right front tightening device 325, a left rear tightening device 330, and a bumper 340 positioned at the left side of the wheeled mobility device. The bumper 340 may be fixed, may be movable between a retracted position and an extended position (where the bumper will approach, contact, or push against the wheeled mobility device), or may be biased outward using a spring or the like.

FIG. 49 shows a front side accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that it is not advantageousThe driving condition has occurred and one or more safety devices will be ready to deploy. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front side impact. The computing device 110 will then know to trigger the fast-acting tensioner for the right front tie-down 325 after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobility device. The computing device 110 will then know to trigger the fast-acting tensioner for the rear left tie-down 330 after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the secondary rebound time of the wheeled mobile device.

More specifically, FIG. 50 shows a temperature at about T_2cA two-point cinching securing system after a front-side impact, when the wheeled mobility device has completed its initial forward excursion (i.e., approximately when a first predetermined time delay has elapsed). As can be seen, at T_2cWhere the wheel mover 310 has moved forward a certain distance, the left rear tightener 330 has stretched, and slack has been formed in the webbing of the right front tightener 325. FIG. 51 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 51, it can be seen that the quick-acting tensioner has removed slack from the webbing of the right front side cinching device 325, ideally before, at, or before the wheel mover begins its rear offset. FIG. 52 shows a temperature at about T_3cThe two-point cinching securing system at which point the wheeled mobile device has completed its secondary rear excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a certain distance rearward, but if the computing device 110 does not trigger the safety device for the right front side tie-down device 325, the wheeled mobility device would not otherwise move that far. In fig. 52 (compared with fig. 51), the webbing of the left rear side tether 330 may be slack. FIG. 53 illustrates the calculation immediately afterThe device 110 has triggered the second safety device (i.e., after a second predetermined time delay has elapsed). In fig. 53, it can be seen that the quick-acting tensioner has removed slack from the webbing in the left rear cinching device 330, ideally before, at, or before the wheel mover begins its third forward excursion. Additional tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 49-53 illustrate how an energy management system may be implemented for a wheeled mobility device that is fixed in a forward orientation in a two-point tie-down system when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events (except that the safety device of the rear-side tie-down device will be triggered first). Further, the concepts described above may be applied to rearward wheeled mobile devices that are experiencing a front or rear side impact, a severe braking event, or a severe acceleration event. Even further, the concepts described above may be applied with lateral wheeled mobility devices that are experiencing right or left side collisions, or long duration or sharp turns.

Turning now to fig. 54-58, an exemplary embodiment of an energy management system for controlling oscillatory excursions in a forward two-point tie-down and bumper securing system during a left-side impact is shown, wherein the tie-down devices are positioned at opposite corners and the bumper is positioned at the left side of the wheeled mobile device. In the event of adverse driving conditions, bumper 340 may move left and right as shown, but may be stationary or biased using a spring or the like.

FIG. 54 shows a left side accident time T₀A two-point cinching fixation system. As shown, the wheeled mobility device contacts the bumper 340, but the wheeled mobility device may be spaced apart from the bumper 340. At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, computing device 110 may receive data indicating that the vehicle experienced a large acceleration in the right direction and will do soIt is concluded that the adverse driving condition is a left side impact. The computing device 110 will then know to trigger the fast-acting tensioner for the rear left tie-down after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the rebound time of the wheeled mobile device. The computing device 110 will then know to trigger the quick-acting tensioner for the right front side tie-down device and the quick-acting safety device for moving the bumper 340 toward the wheeled mobility device after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to the second rebound time of the wheeled mobility device.

More specifically, FIG. 55 shows a temperature at about T_2cThe two-point cinching securing system after a left-side impact, at which point the wheeled mobile device has completed its initial leftward excursion (i.e., approximately when the first predetermined time delay has elapsed). At this time, the wheeled mobile device has compressed the bumper 340, but depending on the severity of the accident, the wheeled mobile device may be spaced from the bumper 340 or simply contact the bumper. As can be seen, at T_2cHere, the wheel moving device 310 has moved a certain distance to the left, and the webbing of the left rear-side tightening device 330 is slackened. FIG. 56 shows the two-point cinching fixation system immediately after the computing device 110 has triggered the first security device (i.e., after a first predetermined time delay has elapsed). In fig. 46, it can be seen that the quick acting tensioner has removed slack from the webbing in the left rear cinching device 330, ideally before, at, or before the wheeled mover begins its rightward excursion. FIG. 57 shows a temperature at about T_3cAt which point the wheeled mobile device has completed its second right excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cAt this point, the wheeled mobility device 310 has moved a distance to the right, but if the computing device 110 does not trigger the safety device for the left rear cinching device 330, the wheeled mobility device would not otherwise move that far. In FIG. 57 (compare with FIG. 56), the left rear side fastener 330 has been stretched and the webbing of the right front side fastener 325 has slackenedAnd the wheeled mobile 310 has moved away from the bumper 340 with a space between the two. FIG. 58 shows the two-point cinching securing system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 57, it can be seen that the quick-acting tensioner has taken up slack in the right front side tie-down device 325 and the safety device (such as an airbag, or quick-acting travel mechanism, or other travel device) has moved the bumper 340 to the right toward the wheeled travel device to eliminate (as shown) or reduce the space between the two. The computing device 110 removes the slack in the webbing and ideally moves the bumper 340 toward the wheeled mobile device before, while, or both before and after the wheeled mobile device begins its three left excursions. Additional damper movement and tensioning events may be needed or desired in more severe vents to account for additional oscillations.

While fig. 54-58 illustrate how an energy management system may be implemented for a wheeled mobile device that is fixed in a forward orientation in a two-point tie-down system when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, a long-duration turn, or a tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact. Even still further, the concepts described above for moveable buffer 340 may be applied to the use of buffers in a four-point system or for compression-based buffer systems, such as Q' train Quantum.

Turning now to fig. 59-62, exemplary embodiments of an energy management system for controlling oscillation excursion in a forward compression-based fixation system during a front-side impact are shown. These figures show that the wheeled mobility device 310 is secured by a left bumper 350, a right bumper 360 and a rear bumper 370, securing the left, right and rear sides of the wheeled mobility device 310, respectively. Any one or more of the bumpers may be fixed or may be biased outward (toward the wheeled mobility device 310) using a spring or the like, although in this example, the bumpers 350, 360, 370 may each be movable between a retracted position and an extended position (whereby the respective bumper will approach, contact, or apply pressure/push against the wheeled mobility device). The left and right side bumpers 350, 360 are designed to press against the wheeled mobility device 310 to prevent unwanted movement during transport. It is clearly desirable to keep the squeezing pressure relatively low during normal transport conditions to avoid damage to the wheeled conveyance. However, since the safety of the passengers is of utmost importance, the bumpers 350, 360, 370 may each be provided with a safety device that enables the bumper to rapidly apply a large pressing force and/or a downward force to the wheel moving device 310 in case of unfavorable driving conditions.

Further, the left and right side bumpers 350, 360 may optionally include auxiliary gripping members 355, 365 configured to pivot about pivot points 352, 362 from a retracted position (fig. 59) to an extended position (fig. 60), whereby the auxiliary gripping members 355, 365 will be positioned to engage a forward facing surface or structure of the wheeled mobility device 310, such as a front surface of a wheel. As discussed in more detail below, the auxiliary gripping members 355, 365 serve as auxiliary safety devices that may be deployed in the event of adverse driving conditions.

Other auxiliary safety devices may optionally be used as an alternative to or in combination with auxiliary gripping members 355, 365, including but not limited to those disclosed in U.S. provisional patent application No. 62/825,325 filed 3/28/2019, such as: a pressure bladder 510 built into one or more of the bumpers 350, 360, 370 that can be rapidly inflated by pneumatic, hydraulic, pyrotechnic, compressed gas containers, or other motive force to enhance engagement between the contours on the engagement surface of the bumper and various details on the wheeled mobile 310 (see fig. 77-78); a magnetorheological fluid-filled bladder 520 built into one or more of the dampers 350, 360, 370 that can be energized to create a rigid topography that interlocks with details on the surface of the wheeled mobile device 310 (see fig. 79-80); various contours, knobs, paddles, fingers, graspers, contoured members, or other tips 530 that can be quickly deployed to interlock with details on the surface of the wheeled mobile device 310 (see fig. 81); an engagement member 540 configured to quickly grasp a portion of a wheeled mobile device, such as a hub (see fig. 82); a second set of gripping members or bumpers 550, 560, for example, concealed in the floor and configured to spread out and make firm contact with an inward facing surface of the wheeled mobile device, such as an inner surface of a wheel (see fig. 83-84); one or more airbags 570 mounted within the bumper, wheeled mover or wheeled mover securing system or other structure of the vehicle (see fig. 85-97). It is noted that any embodiment, including the tie-down system described above, may embody and trigger any one or more of these auxiliary safety devices at the appropriate stage of adverse driving conditions.

FIG. 59 shows a front side accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced a large acceleration in the rearward direction and will conclude that the adverse driving condition is a front side impact. When the wheeled mobile device begins its forward excursion, the computing device 110 will know that it is preferably at T_1cPreviously triggering one or more of the following security devices: (1) a safety device that pushes the bumpers 350, 360 towards each other to increase the squeezing force on the wheeled mobility device; (2) pushing or pivoting the bumpers 350, 360 downward to push the wheeled mobility device 310 downward against the safety device on the floor; and/or (3) one or more auxiliary safety devices, such as the safety devices described above, that snap-move the auxiliary gripping members 355, 365 into their extended positions. The computing device will then know to trigger a fast acting safety device that moves the rear side buffer 370 after a predetermined time delay has elapsed, where the predetermined time delay corresponds to the bounce time of the wheeled conveyance. Although not described with respect to this embodiment, the computing device 110 may be programmed to deploy otherwiseExternal safety devices to control additional oscillations.

FIG. 60 shows a temperature at about T_1cA fixed system after a front-side collision, before or at about the time the wheeled mobile device begins its initial forward excursion. The auxiliary gripping members 355, 365 have been deployed and a downward force and additional squeezing force have been applied through the bumpers 350, 360.

FIG. 61 shows a temperature at about T_2cAt which point the wheeled mobile device has completed its initial forward excursion (i.e., approximately when a predetermined time delay has elapsed). If visible, at T_2cWhere the wheeled mobile 310 has moved forward a certain distance, the front surface of the wheels press against the auxiliary gripping members 355, 365 and a gap or space is formed between the rear bumper 370 and the wheeled mobile.

Fig. 62 shows the stationary system immediately after the computing device 110 has triggered the security device for the back side buffer 370 (i.e., after a predetermined time delay has elapsed). It can be seen that the fast acting device has moved the rear bumper 370 forward to close the gap, ideally before, at or before the wheeled mobile device begins its second rearward excursion.

Although fig. 59-62 illustrate how an energy management system may be implemented in a compression-based system for a wheeled mobile device that is fixed in a forward orientation when experiencing a front-side collision, the concepts described above may be applied during severe braking events. Additionally, the concepts described above may be applied to rear-side crashes or severe acceleration events. Further, the concepts described above may be applied to rearward wheeled mobile devices that are experiencing a front or rear side impact, a severe braking event, or a severe acceleration event. Even further, the concepts described above may be applied with lateral wheeled mobility devices that are experiencing right or left side collisions, or long duration or sharp turns. Even still further, the concepts described above for a movable bumper and auxiliary safety device may be applied to the use of bumpers in fastening systems or other types of securing systems.

Turning now to fig. 63-66, an exemplary embodiment of an energy management system for controlling oscillation excursion in a forward compression-based fixation system during a left-side impact is shown. In addition to the bumpers 350, 360, 370 described with respect to the embodiment of fig. 59-72, the securing system may optionally include secondary safety devices, such as those in the form of bumpers 380, 390 that are recessed into the floor and configured to spread upward and outward into contact with the inwardly facing surfaces of the wheeled mobility device, such as the inner surfaces of the wheels.

FIG. 63 shows a left-hand accident time T₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive data indicating that the vehicle experienced a large acceleration in the right direction and will conclude that the adverse driving condition is a left side impact. When the wheeled mobile device begins its forward excursion, the computing device 110 will know that it is preferably at T_1cPreviously triggering one or more of the following security devices: (1) a safety device that pushes the bumpers 350, 360 towards each other to increase the squeezing force on the wheeled mobility device; (2) pushing or pivoting the bumpers 350, 360 downward to push the wheeled mobility device 310 downward against the safety device on the floor; and/or (3) one or more auxiliary safety devices, such as the safety devices described above, that rapidly move the in-floor bumpers 380, 390 upwardly and outwardly to engage the inwardly facing surface of the wheeled mobility device 310. The computing device will then know to trigger a fast acting safety device that moves the right side bumper 360 into contact with the wheeled mobile 310 after a predetermined time delay has elapsed, where the predetermined time delay corresponds to the bounce time of the wheeled mobile. Although not described with respect to this embodiment, the computing device 110 may be programmed to deploy additional safety devices to control additional oscillations, such as rapidly moving the left bumper 360 to contact the wheeled mobility device 310 after a second rebound.

FIG. 65 shows a plot at about T_2cA fixing system of (a) in this case a wheelThe mobile device has completed its initial leftward shift (i.e., approximately when the predetermined time delay has elapsed). At this point, the wheeled mobility device has moved a distance to the left and compressed the bumpers 350, 390 and a gap or space is formed between the wheeled mobility device and the bumpers 360, 380.

Fig. 66 shows the stationary system immediately after the computing device 110 has triggered the security devices for the buffers 360, 380 (i.e., after the first predetermined time delay has elapsed). It can be seen that the fast acting device has moved the bumpers 360, 380 to the left to close the gap, ideally before, at or before the wheel moving device begins its second rearward excursion.

While fig. 63-66 illustrate how an energy management system may be implemented in a compression-based system for a wheeled mobile device that is fixed in a forward orientation when experiencing a left-side impact, the concepts described above may be applied during a right-side impact, long-duration turn, or tight turn event. Additionally, the concepts described above may be applied with a lateral wheeled mobile device experiencing a front or rear side impact. Even still further, the concepts described above for a movable bumper and auxiliary safety device may be applied to the use of bumpers in fastening systems or other types of securing systems.

Turning now to FIGS. 67-71, an exemplary embodiment of an energy management system for controlling the offset in a forward tie-down securing system during a vehicle rollover to the right is shown. For simplicity, wheeled mobile 310 is shown in a rear plan view with left and right side tie-downs 322, 332, where each tie-down may represent one or both of front and rear restraints and bumpers 340, which may or may not be present. Thus, the description that follows applies to any tie-down based system, whether a four-point, three-point, or two-point system, and whether a bumper is present.

FIG. 67 shows the flip time T to the right₀The tie-down securing system of (1). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or moreA safety device. In one embodiment, the computing device 110 may receive data indicating that the vehicle has experienced rotation in a clockwise direction and will conclude that the adverse driving condition is a rollover to the right. The computing device 110 will then know to trigger the quick-acting tensioner for the left tie-down device 322 after a first predetermined time delay has elapsed, where the first predetermined time delay corresponds to the wheel mover's rebound time. The computing device 110 will then know to trigger the quick-acting tensioner for the right tie-down device 332 and the safety device for moving the bumper 340 into contact with the wheeled mobility device 310 after a second predetermined time delay has elapsed, which corresponds to the second bounce time of the wheeled mobility device.

More specifically, fig. 68 shows a temperature at about T_2cThe tie-down securement system after being flipped to the right side of the vehicle, at which point the wheeled mobility device 310 has completed its initial offset in a counterclockwise direction relative to the vehicle (i.e., approximately when the first predetermined time delay has elapsed). As can be seen, at T_2cHere, the wheel shifter 310 has been rotated counterclockwise and pushed into the bumper 340, the right rear tie-down device 332 has been stretched, and the webbing of the left tie-down device 322 is slack. FIG. 69 shows the tie-down securement system immediately after the computing device 110 has triggered the first security device (i.e., after the first predetermined time delay has elapsed). It can be seen that the quick-acting tensioner has removed slack from the webbing in the left side cinching device 322, ideally before, at, or before and after the wheeled mobility device begins its clockwise excursion. FIG. 70 shows a temperature at about T_3cThe tie-down securing system of (a), at which point the wheeled mobile device has completed its second clockwise excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cHere, the wheeled mobility device 310 has rotated clockwise relative to the vehicle, but if the computing device 110 does not trigger a safety device for the left tie-down device 322, the wheeled mobility device would not otherwise move that far. In FIG. 70 (compare FIG. 69), the left side tie-down device 322 has been stretched and the right side tiedThe webbing of the tensioner 332 may slacken and a space or gap may be formed between the wheeled mobility device and the bumper 340. FIG. 71 shows the tie-down securement system immediately after the computing device 110 has triggered the second security device (i.e., after a second predetermined time delay has elapsed). In fig. 71, it can be seen that the quick-acting tensioner has removed slack from the webbing in the right side tie-down device 322 and the bumper 340 has moved to close the gap, ideally before, at, or before the wheel moving device begins its three counterclockwise excursions. Additional damper movement and tensioning events may be needed or desired in more severe events to account for additional oscillations.

While fig. 67-71 illustrate how an energy management system may be implemented for wheeled mobility devices that are fixed in a forward tie-down securing system when experiencing a right-hand rollover, the concepts described above may be applied during left-hand rollover, long duration turns, or tight turning events. Additionally, the concepts described above may be applied with rearward wheeled mobility devices experiencing rollover, or with lateral wheeled mobility devices experiencing front or rear impacts. Still further, the concepts described above may be applied to control the offset of wheeled mobility devices and occupants with a high center of gravity during a right or left side impact.

Turning now to fig. 72-76, exemplary embodiments of an energy management system for controlling oscillation excursion in a forward compression-based fixation system during a right-hand rollover are shown. In addition to the bumpers 350, 360 described with respect to the embodiment of fig. 59-72, the securing system may optionally include auxiliary safety devices, such as those in the form of bumpers 380, 390 that are recessed into the floor and configured to spread upward and outward into contact with the inwardly facing surfaces of the wheeled mobility device, such as the inner surfaces of the wheels.

FIG. 72 shows the flip time T to the right₀A fixing system of (a). At about this point, the computing device 110 will determine that adverse driving conditions have occurred and will be ready to deploy one or more safety devices. In one embodiment, the computing device 110 may receive an indication that the vehicle has experiencedData of rotation in the clockwise direction and will conclude that the adverse driving condition is a rollover to the right. The computing device 110 may be programmed to begin its forward excursion at T as the wheeled mobile device begins its forward excursion_1cPreviously triggering one or more of the following security devices: (1) a safety device that pushes the bumpers 350, 360 towards each other to increase the squeezing force on the wheeled mobility device; (2) pushing or pivoting the bumpers 350, 360 downward to push the wheeled mobility device 310 downward against the safety device on the floor; and/or (3) one or more auxiliary safety devices, such as the safety devices described above, that rapidly move the in-floor bumpers 380, 390 upwardly and outwardly to engage the inwardly facing surface of the wheeled mobility device 310. Additionally or alternatively (an alternative scenario shown in fig. 72-76), the computing device may be programmed to trigger a fast acting safety device that moves the right side bumper 360, 390 into contact with the wheeled mobility device 310 after a first predetermined time delay has elapsed, wherein the first predetermined time delay corresponds to a bounce time of the wheeled mobility device. The computing device may also be programmed to trigger a quick-action safety device that moves the left side bumpers 350, 380 into contact with the wheeled mobile 310 after a second predetermined time delay has elapsed, where the second predetermined time delay corresponds to a second bounce time of the wheeled mobile.

FIG. 73 shows a temperature at about T_2cA stationary system after rolling to the right side of the vehicle when the wheeled mobile device has completed its initial offset in a counterclockwise direction relative to the vehicle (i.e., approximately when the first predetermined time delay has elapsed). At this point, the wheeled mobility device has rotated counterclockwise (relative to the vehicle) and is pushed into the bumper 350, and a gap or space is formed between the wheeled mobility device and the bumper 360.

Fig. 74 shows the stationary system immediately after the computing device 110 has triggered the security devices for the buffers 360, 390 (i.e., after the first predetermined time delay has elapsed). It can be seen that the fast acting device has moved the bumpers 360, 390 towards the wheeled movement device to close the gapDesirably before, while or before the wheeled mobile device begins its secondary excursion in the clockwise direction. FIG. 75 shows a temperature at about T_3cAt which point the wheeled mobile device has completed its second clockwise excursion (i.e., approximately when the second predetermined time delay has elapsed). As can be seen, at T_3cHere, the wheeled mobile 310 has rotated clockwise relative to the vehicle, but if the computing device 110 does not trigger a safety device for the bumpers 360, 290, the wheeled mobile would not otherwise move that far. In fig. 75 (compare fig. 74), the wheel mover has been pushed into both bumpers 360, 390 and a gap or space may be formed between the bumper 350 and the wheel mover 310. Fig. 76 shows the stationary system immediately after the computing device 110 has triggered the second security device (i.e., after the second predetermined time delay has elapsed). In fig. 76, it can be seen that the fast acting safety device has moved the bumpers 350, 380 towards the wheeled mobile device to close the gap, ideally before, at or before the wheeled mobile device begins its three counter-clockwise excursions. Additional buffer movement events may be needed or desired in more severe events to account for additional oscillations.

While fig. 72-76 illustrate how an energy management system may be implemented for wheeled mobile devices that are stationary in a forward compression-based stationary system when experiencing a right-side rollover, the concepts described above may be applied during a left-side rollover, long-duration turn, or tight turn event. Additionally, the concepts described above may be applied with rearward wheeled mobility devices experiencing rollover, or with lateral wheeled mobility devices experiencing front or rear impacts. Still further, the concepts described above may be applied to control the offset of wheeled mobility devices and occupants with a high center of gravity during a right or left side impact.

Even further, for simplicity, fig. 4-76 are described as having a computing device programmed to assume how various seatbelts and/or bumpers will react in an accident and trigger the safety device based on the assumption. In more advanced systems, the computing device may monitor the dynamics of the vehicle and/or wheeled mobile device and/or stationary system and trigger a safety device based on the actual response of the system. In other systems, the computing device may monitor the status of the fastening system through various sensors, such as a tension sensor for the tie-down device and a pressure or proximity sensor for the bumper. Based on input from these sensors, the computing device will be able to detect the location of slack or gap formation (e.g., based on sensing a rapid decrease in tension or pressure, a proximity sensor or switch, etc.) and trigger one or more safety devices to remove such slack or gap at the appropriate time.

During some adverse driving conditions, it may be desirable (additionally or alternatively) to trigger the safety device in a manner designed to keep the wheeled mobility device stationary or at least minimize movement. For example, in the forward four-point tie-down system shown in fig. 4, in severe braking events or other situations whether the vehicle is experiencing rearward acceleration, it may be preferable to trigger the tensioning devices for the rear side tie-downs 330, 335 to prevent or minimize forward movement of the wheeled mobility device, preferably at the same time or shortly after the computing system detects the rearward acceleration. The amount of tension applied may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Tightening the rear cinching devices 330, 335 may prevent or minimize slack from being created in the front cinching devices 320, 325. At or about the time of expected or actual recoil, the tension on the rear side tie downs 330, 335 may be released and/or the tensioning devices for the front side tie downs 320, 325 may be triggered. A similar procedure may be followed for subsequent oscillations and for situations where the vehicle experiences forward acceleration.

Similarly, in the forward four-point tie-down system shown in FIG. 9, in a sharp right turn event or other situation where the vehicle is experiencing a right acceleration, it may be preferable to trigger the tensioning devices for the right front side tie-down device 325 and the left rear side tie-down device 330 to prevent or minimize left movement of the wheeled mobility device, preferably at the same time or shortly after the computing system detects a right acceleration. The amount of tension applied may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Tightening the right front tightening device 325 and the left rear tightening device 330 can prevent or minimize the slack generated in the left front tightening device 320 and the right rear tightening device 335. At or about the time of expected or actual recoil, the tension on the right front side tie down 325 and the left rear side tie down 330 may be released and/or the tensioning devices for the left front side tie down 320 and the right rear side tie down 335 may be triggered. A similar procedure may be followed for subsequent oscillations and for the case where the vehicle experiences a leftward acceleration.

Similarly, in the forward three-point tie-down system shown in fig. 24, in a sharp right turn event or other situation whether the vehicle is experiencing a right acceleration, it may be preferable to trigger the tensioning and safety devices for the left rear tie-down 330 to move the bumper 340 into contact with the wheeled mobility device to prevent or minimize left movement of the wheeled mobility device, preferably at the same time or shortly after the computing system detects a right acceleration. The amount of tension applied by the tie-down device and/or the pressure applied by the bumper may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Tightening the left rear tightener 330 and moving the bumper 340 into contact with the wheeled mover may prevent or minimize the slack created in the left front tightener 320 and the right rear tightener 335. At or about the time of expected or actual springback, the tension on the left rear tie down 330 and the pressure exerted by the bumper 340 may be released and/or the tensioners for the left front tie down 320 and the right rear tie down 335 may be triggered. A similar procedure may be followed for subsequent oscillations and for the case where the vehicle experiences a leftward acceleration.

Similarly, in a forward compression based securing system as shown in fig. 59, in a severe acceleration event or other situation whether the vehicle is experiencing forward acceleration, it may be preferable to trigger a safety device to apply additional squeezing force on the wheeled mobility device 310 with the bumpers 350, 360 and to apply a forward force on the wheeled mobility device 310 with the bumper 370 to prevent or minimize rearward movement of the wheeled mobility device, preferably at the same time or shortly after the computing system detects forward acceleration of the vehicle. The amount of pressure applied by the bumper may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. These actions may prevent or minimize the gap or space created between the wheeled mobility device 310 and the bumper 370. At or about the expected or actual rebound time, the pressure applied by damper 370 may be released. A similar procedure may be followed for subsequent oscillations and for the case where the vehicle experiences a backward acceleration.

Similarly, in a forward compression based securing system as shown in fig. 63, in the event of a sharp right turn or other situation whether the vehicle is experiencing a right acceleration, it may be preferable to trigger a safety device to move the bumper 350 and/or 390 into contact with the wheeled mobile device to prevent or minimize left movement of the wheeled mobile device, preferably at the same time or shortly after the computing system detects a right acceleration. The amount of pressure applied by the bumper may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Moving the bumpers 350 and/or 390 into contact with the wheeled mobility device may prevent or minimize a gap or space created between the wheeled mobility device 310 and the bumpers 360. At or about the time of expected or actual rebound, the pressure applied by bumpers 350 and/or 390 may be released and/or safety devices for bumpers 360 and/or 380 may be triggered to move into contact with wheeled mobility device 310. A similar procedure may be followed for subsequent oscillations and for the case where the vehicle experiences a leftward acceleration.

Similarly, in the forward four-point cinching system shown in FIG. 67, in the event of a sharp right turn or other situation where the vehicle is experiencing a right acceleration or clockwise rotation, it may be preferable to trigger (a) the tensioning device for the right-side cinching device 332 and/or (b) the safety device for the bumper 340 that moves it into contact with the wheeled mobile device 310 to prevent or minimize tipping (counterclockwise rotation) of the wheeled mobile device, preferably at the same time or shortly after the computing system detects the right acceleration or clockwise rotation of the vehicle. The amount of tension applied by the tie-down device and/or the pressure applied by the bumper may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Tightening the right side tie-down device 332 and/or the travel bumper 340 can prevent or minimize slack from being created in the left side tie-down device 322. At or about the time of expected or actual recoil, the tension on the right side tie-down device 332 and the pressure applied by the bumper 340 may be released and/or the tensioning device for the left side tie-down device 322 may be triggered. A similar procedure may be followed for subsequent oscillations and for situations where the vehicle experiences a leftward acceleration or counterclockwise rotation.

Similarly, in the forward compression based system shown in fig. 72, in the event of a sharp right turn or other event whether the vehicle is experiencing a right acceleration or a clockwise rotation, it may be preferable to trigger (a) the safety device of the bumper 350 to apply inward pressure to the wheeled mobility device 310 and/or (b) the safety device of the bumper 360 to apply downward pressure to the wheeled mobility device 310 and/or (c) the safety device of the bumper 390 to move the bumper 390 into contact with the wheeled mobility device 310, preferably at the same time or shortly after the computing system detects a right acceleration or a clockwise rotation of the vehicle. The amount of pressure applied by the bumper may be selected or adjusted over time based on the magnitude of the acceleration experienced by the vehicle. Taking such action may prevent or minimize the gap or space created between the wheeled mobility device and the bumper 360. At or about the time of expected or actual rebound, the pressure applied by bumpers 350 and/or 360 and/or 390 may be released and/or the computing device may trigger (a) the safety of bumper 360 to apply inward pressure to wheeled mobility device 310 and/or (b) the safety of bumper 350 to apply downward pressure to wheeled mobility device 310 and/or (c) the safety of bumper 380 to move bumper 380 into contact with wheeled mobility device 310. A similar procedure may be followed for subsequent oscillations and for situations where the vehicle experiences a leftward acceleration or counterclockwise rotation.

During some adverse driving conditions, it may be desirable (additionally or alternatively) to trigger the safety device in a manner designed to prevent or at least minimize pinching of the passenger between the wheeled mobility device and the occupant safety belt. By monitoring dynamic conditions of the wheeled mobile device and the passenger using one or more of the methods described above, the computing device may trigger a safety device that: (a) creating or closing a gap between wheeled mobility devices; (b) reduce or increase the pressure exerted by the wheeled mobility device on the occupant and/or (c) reduce or increase the pressure exerted by the occupant seat belt on the occupant.

In one embodiment, the computing device may trigger a safety device designed to minimize the change in distance between the wheeled mobile 10 and the passenger 5. For example, referring to FIG. 1, a computing device may be at T_1cThe tensioning device for the rear tie-down 20 is triggered before, while or fore and aft to delay or slow forward excursions to prevent the gap between the wheeled mobility device 10 and the passenger 5 from closing. The amount of tension applied may be selected or adjusted over time based on the gap or rate of change of the gap between the wheeled mobility device. Additionally or alternatively, at T_1pPreviously, at the same time, or both, the computing device may trigger a safety device for the occupant restraining retractor to allow some webbing to be slowly released over time, allowing the occupant to move at or about the same speed as the wheeled mobility device. The release rate may be selected or adjusted over time based on the gap or rate of change of the gap between the wheeled mobility device. Additionally or alternatively, at T_2cBefore, at the time of, or before and after, the computing device may trigger the tensioning device for the front tightening device 30 to cause the wheeled mobility device 10 to: (a) continue its forward excursion, allowing the wheeled mobility device to continue its forward excursion at or about the same speed as the passenger and/or (b) delay or slow the rearward excursion of the wheeled mobility device to prevent an increase in clearance between the wheeled mobility device 10 and the passenger 5. The amount of tension applied may be selected or adjusted over time based on the gap or rate of change of the gap between the wheeled mobility device. Additionally or alternatively, at T_3cBefore, while, or before and after, the computing device may be triggered for post-fasteningTensioning means of the device 20 to cause the wheeled mobile device 10 to: (a) continue its rearward excursion, allowing the wheeled mobility device to continue its forward excursion at or about the same speed as the passenger and/or (b) delay or slow the forward excursion of the wheeled mobility device to prevent the gap between the wheeled mobility device 10 and the passenger 5 from closing. The amount of tension applied may be selected or adjusted over time based on the gap or rate of change of the gap between the wheeled mobility device.

In other embodiments, the computing device may track the expected or actual positions of the wheeled mobile device and the passenger, and make continuous adjustments throughout adverse driving conditions to: (a) maintaining a relatively constant space between the two, (b) maintaining the space between the two above a lower threshold, or between an upper and a lower threshold, (c) maintaining a force exerted on the occupant by one or both of the wheeled mobility device and the occupant restraint device below a threshold, or between an upper and a lower threshold and/or (d) maintaining a squeezing force below a threshold or between an upper and a lower threshold. In one embodiment, the computing device will monitor the force exerted by the occupant restraint device on the occupant 5 and cause the webbing to be slowly released from the occupant restraint retractor when the force exceeds a certain threshold. If the force continues to increase above the second threshold, the rate of release may be increased in proportion to, or based on, the rate of increase in force. In another embodiment, the computing device will monitor the squeezing force exerted on the passenger 5 by the wheeled mobile 10 and the occupant restraint and, if the squeezing force exceeds a certain threshold, trigger a safety device that allows the webbing to be released from the occupant restraint retractor and/or slows the forward deflection of the wheeled mobile and/or allows or accelerates the wheeled mobile backwards.

During some adverse driving conditions, it may be desirable (additionally or alternatively) to trigger the airbag device to control deflection of the occupant and/or the wheeled mobility device. For example, in one embodiment shown in fig. 94, one or more airbags 401, 402, 403, 404 may be placed on one or more or each of the front, rear, left, and right sides of the wheeled mobility device 410 and may be used to control the offset of the wheeled mobility device 410. In a front-side impact, the front airbag 401 may be triggered to control the forward excursion of the wheeled mobility device 410. At or shortly after the initial rearward rebound, the rear airbag 402 may be triggered to control the rearward bias. Additional airbags may be triggered to control subsequent rebound and oscillation. The opposite occurs in a rear-side impact. Upon a left side impact, the left airbag 403 may be triggered to control the leftward deflection of the wheeled mover 410. Upon or shortly after the initial leftward rebound, the right airbag 404 can be triggered to control the rightward deflection. Additional airbags may be triggered to control subsequent rebound and oscillation. The opposite occurs in a right-hand crash.

In some vehicles, including a wheelchair-accessible walk-in mini-van 600 shown in fig. 95-97 having a walk-in ramp 620 stored behind the head of a passenger 630 during transport of the wheeled mobility device 610, it may be desirable to strategically place airbags 640, 650, 660 to control rearward excursion of the passenger's head. In one embodiment, the airbag 640 deploys from the ramp 620. In another embodiment, the airbag 650 deploys from a surface or structure of the vehicle 600, such as a ceiling, wall, or pillar. In other embodiments, the airbag 660 may be integrated into and deployed from the wheeled mobility device 610. In a front-side impact, the airbags 640, 650, 660 may be triggered at, before, after, or after the occupant begins their rebound in the rearward direction. In a rear-side impact, the airbags 640, 650, 660 may be triggered upon detection of an accident, or upon, before, after or after the occupant has begun their rearward excursion. In some embodiments, the computing system may monitor the dynamic state of the occupant and deploy the airbags 640, 650, 660 upon detecting the occupant or the occupant's head moving backward. The airbag may be large and/or control rearward deflection of one or more of the occupant's head, the occupant's back, a seat back of the wheeled mobility device, and the wheeled mobility device.

Although the inventions described and claimed herein have been described in considerable detail with reference to certain embodiments, those skilled in the art will appreciate that the inventions described and claimed herein can be practiced in other than those embodiments, which have been presented for purposes of illustration and not of limitation. Therefore, the spirit and scope of the appended claims should not be limited to the description of the embodiments contained herein.

For example, although only some types of wheeled mobile fixture systems are shown in the figures and described above, it is contemplated that the principles described above may be modified for use with any wheeled mobile fixture system and any configuration (forward, backward, etc.). Further, while only some adverse driving conditions have been illustrated and described above, it is contemplated that the principles described above may be modified to apply to other adverse driving conditions. Even further, it is contemplated that the principles described above may be used to secure other types of mobile devices, including walkers, strollers, pushchairs, infant car seats, and boosters, among others.

For the avoidance of doubt, the terms wheeled mobile device and wheelchair are used interchangeably herein and are intended to broadly encompass all types of wheeled mobile devices, including manual and powered wheelchairs and scooters. Further, although this application often refers to a tie-down device that includes webbing, it should be recognized that the tie-down device may take many forms, including, for example, ropes and cables, and the principles described herein are applicable to fastening systems that use any form of tie-down device.

In addition, the concepts described above may be applied to mirrored fixation systems. For example, the three-point system shown in FIGS. 19-28 may have a right front tie-down device instead of a left front tie-down device 320, and may also have a bumper 340 positioned to the right instead of the left. Further, any of the securing systems may incorporate one or more bumpers positioned on any one or more of the four sides of the wheeled mobile device that may be controlled to reduce offset in the manner described herein.